vine transit - Napa Valley Transportation Authority - State of California

DRAFT

VINE TRANSIT EXPRESS BUS C O R R I D O R S T U DY D R AFT FINAL REPO RT - AUGUST 2017

DRAFT EXPRESS BUS C O R R I D O R S T U DY

SECTION TABLE OF TITLE CONTENTS Header 1 SUMMARY............................................................ ES-1 EXECUTIVE Body Copy...ES.1 VitatIntroduction........................................................................................................ quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient ES-1iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin ES.2 Current Express Busdolenima Service........................................................................... ES-1 porendam doluptas ma pra ES.3 Project Need...................................................................................................... ES-1

Header ES.42Project Objectives........................................................................................... ES-2 • Bullets

ES.5 Project Process................................................................................................. ES-2

Header 3

ES.6 Summary of Recommendations..................................................................... ES-4

1. INTRODUCTION.......................................................................... 1 1.1 Current Express Bus Service..................................................................................... 1 1.2 Project Need............................................................................................................... 1 1.3 Project Objectives..................................................................................................... 2 1.4 Project Process.......................................................................................................... 2

2. EXISTING CONDITIONS............................................................ 3 2.1 Service Levels............................................................................................................ 5 2.2 Ridership.................................................................................................................... 5 2.3 Travel Time and On-Time Performance................................................................. 8 2.4 Park-and-Ride Locations.........................................................................................11 2.5 Service Standards and Performance Measures................................................... 13 2.6 Existing Travel Demand.......................................................................................... 18

3. IDENTIFIED NEEDS.................................................................30 3.1 Needs Identified by Online Survey Respondents...............................................30 3.2 On-Time Performance and Service Reliability................................................... 32 3.3 Travel Speeds.......................................................................................................... 36 3.4 Network Connectivity............................................................................................ 37 3.5 Summary of Identified Needs............................................................................... 39

4. POTENTIAL IMPROVEMENT OPTIONS.................................41 i


4.1 Technologies Considered........................................................................................41 SECTION TITLE 4.2 Description of Improvement Options................................................................. 48

Header 1 4.3 Operating Plan...................................................................................................... 102 Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate 5. EVALUATION OPTIONS . 106 mposanda nus, si ullictotas escia OF veliaePOTENTIAL arum vendam, to et IMPROVEMENT untur? Ihit eatquaes et labor rem rem quis..re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin 5.1 Evaluation Criteria................................................................................................. 106 porendam doluptas ma pra 5.2 Evaluation Results................................................................................................ 106

Header 2 • Bullets

5.3 Financial Analysis.................................................................................................. 110

6. CONCLUSION AND NEXT STEPS.........................................122 Header 3 6.1 Recommendations and Phasing...........................................................................122 6.2 Implementation and Next Steps.........................................................................122

7 APPENDICES............................................................................123

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SECTION LIST OF TITLE FIGURES Figure ES-1: Project Flow Chart.............................................................................. ES-2 Header 1 ES-2: Regional Transit Map .nonsequi .................................................................... ES-3iataectur? Ovitate Body Copy...Figure Vitat quas cusam seque sus, sedi aut volori dolest, tem facculp arciliq uamenda venient mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Figure ersperibusda ES-3: Short-Term namende rrumqua nis minisRecommendations dolenima nam venimus ...................................................ES-10 aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra Figure ES-4: Medium-Term Recommendations ...............................................ES-11 Figure Header 2 ES-5: Long-Term Recommendations .................................................... ES-12 • Bullets Figure ES-6: Short-Term Service Plan ............................................................. ES-66

HeaderFigure 3 ES-7: Long-Term Service Plan ............................................................... ES-67 Figure 1-1: Project Flow Chart....................................................................................... 2 Figure 2-1: City of Napa Transit Map............................................................................ 3 Figure 2-2: Regional Transit Map ............................................................................. 4 Figure 2-3: Systemwide Ridership Statistics.............................................................. 6 Figure 2-4: Ridership by Stop....................................................................................... 7 Figure 2-5: Park & Ride Locations............................................................................... 12 Figure 2-6: Transit Travel Times from Napa............................................................... 15 Figure 2-7: Transit Travel Times from Calistoga........................................................16 Figure 2-8: Transit Travel Times from American Canyon......................................... 17 Figure 2-9: Population Density....................................................................................19 Figure 2-10: Employment Density..............................................................................20 Figure 2-11: Workplaces of Napa County Residents................................................. 21 Figure 2-12: Residences of Napa County Workers................................................... 22 Figure 2-13: Minority Population................................................................................ 23 Figure 2-14: Households Below the Poverty Line.................................................... 24 Figure 2-15: Auto Ownership....................................................................................... 25 Figure 2-16: Origin/Destination - Home-Based Work Trips by County................ 27 Figure 2-17: Origin/Destination - Home-Based Work Trip Density....................... 28 Figure 3-1: Summary of Public Survey Responses................................................... 29 Figure 3-2: Areas of Significant Traffic Congestion................................................ 34

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Figure 3-3: SR-29 Improvements from Gateway Corridor Improvement Plan.... 35 SECTION TITLE Figure 4-1: Short-Term Service Plan ...................................................................... 49

Header 1 4-2: Long-Term Service Plan .......................................................................50 Figure Body Copy...Figure Vitat quas cusam seque sus, sedi aut Comparison volori nonsequi from dolest,Soscol tem facculp arciliq uamenda venient iataectur? Ovitate 4-3: Transit Travel Time Gateway Transit Center mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin .................................................................................................................................... 103 porendam doluptas ma pra Figure 4-4: Transit Travel Time Comparison from Calistoga ............................ 104

Header 2 4-5: Transit Travel Time Comparison from American Canyon ............. 105 Figure • Bullets

Header 3

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SECTION LIST OF TITLE TABLES Table ES-1: Summary of Improvement Needs....................................................... ES-5 Header 1 ES-2: Summary of sedi Recommended Improvements. .................................... ES-6iataectur? Ovitate Body Copy...Table Vitat quas cusam seque sus, aut volori nonsequi dolest, tem facculp arciliq uamenda venient mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Table 2-1: Service nis Levels................................................................................................ 5 namende rrumqua ersperibusda minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra Table 2-2: Maximum Load.............................................................................................. 8 Table Header 2 2-3: On-Time Performance.................................................................................. 8 • Bullets Table 2-4: Route 21 Trip Times...................................................................................... 9

HeaderTable 3 2-5: Route 25 Trip Times..................................................................................... 9 Table 2-6: Route 29 Trip Times....................................................................................10 Table 2-7: Transit Facility Spaces.................................................................................11 Table 2-8: Transit Facility Parking Occupancy...........................................................11 Table 2-9: Performance Measures............................................................................... 13 Table 2-10: Travel Time Comparison between Auto Trips and Transit (Express Bus) Trips 78 Table 3-1: Survey Improvement Priorities.................................................................30 Table 3-2: Summary of Improvement Needs............................................................ 39 Table 4-1: Infrastructure & Technology Solutions Matrix........................................ 42 Table 4-2: Short-Term and Long-Term Bus Requirements.................................... 102 Table 5-1: Evaluation Criteria.................................................................................... 107 Table 5-2: Evaluation Results.................................................................................... 108 Table 5-3: Potential Funding Sources....................................................................... 115

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SECTION EXECUTIVE TITLE SUMMARY Header 1 ES.1 Introduction

BodyVine Copy... Transit Vitatoperates quas cusam eightseque local routes sus, sedi within aut volori the City nonsequi of Napadolest, and five tem regional facculproutes arciliqthat uamenda extendvenient to and iataectur? across County Ovitate mposanda boundaries. nus, siThree ullictotas of the escia regional veliaeroutes arum vendam, are designated to et untur? as express Ihit eatquaes routes with et labor connections rem rem toquis Solano re pererion County Transit, et dolore, namende Sonoma rrumqua Countyersperibusda Transit, Capital nis Corridor/Amtrak, minis dolenima nam Bayvenimus Area Rapid alitiTransit denitissi (BART), cusaeand ditathe quiaecatus San Francisco re verspercipit Bay Ferry.ressin A regional porendam map showing doluptas allma Vine praTransit express routes and connections to other regional transit service is shown in Figure ES-2. The Napa Valley Transportation Authority (NVTA) conducts multi-modal planning, oversees funding, and manages Vine Header 2 Vine Transit is the designated transit service provider for Napa County, providing a suite of local and Transit operations.

• Bullets regional services within and extending beyond the county. NVTA also operates community shuttle and paratransit services within the County. NVTA is conducting an Express Bus corridor study to determine if utilization of Vine Transit express bus Header 3 be improved by providing faster, more efficient transit to key regional destinations on the county's main travel service could corridors, particularly for the growing number of workers that commute into and out of Napa County. Half of all Napa County residents work outside of the county, and half of all Napa County workers live outside of the county, highlighting the need for improved transportation connections across county lines. The study identifies solutions to optimize the express bus system, including route alignments and destinations, stop locations, infrastructure and technology enhancements to improve travel times, and fare structure. The goal of the Vine Transit Express Bus Corridor Study is to identify strategic investments that will improve the Vine Transit express bus system, encourage new ridership, and reduce overall highway congestion in Napa County. This report summarizes the recommended improvements and their benefits to regional mobility for the residents and workers of Napa County.

ES.2 Current Express Bus Service

Vine Transit currently operates eight local routes (Routes 1 through 8) and five regional routes (Routes 10, 11, 21, 25, 29). The eight local routes provide service within the City of Napa. Routes 10 and 11 cover a larger service area than the local routes, but still provide frequent stops. Routes 21, 25, and 29 are express buses which serve a limited number of stops and provide access to regional destinations. The express bus system provides connections to the regional transit network, including Sonoma County Transit, Solano County Transit, Capital Corridor/Amtrak, Bay Area Rapid Transit (BART), and the San Francisco Bay Ferry. Routes 21, 25, and 29 are the focus of this study. Routes 10 and 11 were considered in portions of the study’s existing conditions analysis and needs assessment due to their overlap in service area with Route 29. A regional map showing all Vine Transit express routes and connections to other regional transit service is shown in Figure ES-2.

ES.3 Project Need

The existing Vine Transit express bus routes were implemented without a significant study of where the needs for express bus service were and how resources should be best allocated to improve service. This study serves to address some of the challenges with the existing system as well as identifies potential new markets. Route 29 experiences the strongest ridership demand among the express bus routes, but it experiences significant delay due to traffic congestion, causing the route to frequently run late. The length of the route combined with congestion also leads to greater overall variance in travel times and a decrease in reliability. Routes 21 and 25 are not as well utilized as Route 29, but face similar challenges. Route 21 experiences significant congestion on segments of the route but still serves a number of riders, particularly accessing employment in Napa County from residences in Solano County. Ridership on Route 25 is the lowest of the express routes, serving a small number of people commuting between Sonoma and Napa Counties. Funding for Route 25 is anticipated to be eliminated in 2017. In addition to seeking out improvements to existing routes, this study also examined geographic areas that are not currently served by Vine express bus routes and assessed the potential need for serving those areas.

ES-1


ES.4 Project Objectives SECTION TITLE The objectives of this study are:

Header 1 • Identify needed improvements to existing express bus service

Body• Copy... Vitat cusam sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Examine thequas demand forseque expanded express bus service mposanda nus,operational si ullictotasand esciacapital veliaeimprovements arum vendam,which to et untur? ettravel labor time, rem rem re pererion etchallenges dolore, • Identify addressIhit theeatquaes reliability, andquis competitiveness namende ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin of therrumqua existing express bus service porendam doluptas pra • Evaluate thesema improvements and present the results to enable decision makers to strategically select and implement them

Header 2

ES.5 Project Process

• Bullets

Figure ES-1: Project Flow Chart

The project Header 3 was completed following the general

process shown in Figure ES-1. Technical analysis and community input were used to identify the greatest needs and then identify a recommended set of improvements. The project team analyzed the existing conditions of the Vine express bus service to determine needs and potential areas of improvement. This analysis was based on information provided by NVTA. The project team conducted an online survey of Napa County residents and workers to inform the study on ways to improve express bus service and ridership. The survey targeted both existing bus riders as well as potential riders, including questions on existing commute characteristics. The survey was administered using the MetroQuest public engagement platform and open between September 19th and November 8th, 2016. The survey was conducted in both English and Spanish and the results were aggregated after the completion of the survey. A total of 760 survey responses were received. The results of the existing conditions analysis and public survey were used to develop a list of needs for Vine express bus service. After analyzing the needs of the express bus system, a list of possible infrastructure and technology solutions was developed. For major capital improvements, conceptual layouts drawn over aerial imagery were prepared to assess right-of-way needs and develop cost estimates. The project team developed a set of evaluation criteria, which were used to evaluate the developed improvement recommendations.

ES-2


Figure ES-2: Regional Transit Map SECTION TITLE

Header 1 Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra


Header 3

ES-3


ES.6 Summary of Recommendations SECTION TITLE Based on a combination of existing conditions analysis, the results of the public survey, and stakeholder input, the project

team identified a list of primary improvement needs to increase ridership on the Vine Transit express bus system, shown in

Header Table ES-1. 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate These needs were used as a basis to develop evaluate potential solutions. Improvements which complemented each other mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, or would be required to be implemented in combination with other improvements were grouped into “projects.” Note that namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin in some cases, particularly with regards to the queue jump improvements, improvements within a single “project” could be porendam doluptas ma pra implemented independently but were grouped for the purpose of this analysis. These projects are detailed in the following section.

Header 2

The recommended improvements are summarized in Table ES-2. An implementation time frame was identified for each • Bullets project based on funding requirements and availability, barriers to implementation, and current need for the improvement. The timeframe Header 3 to implementation and the estimated project capital cost are also identified in Table ES-2. Projects were considered short-term if their implementation is considered feasible within 0-2 years; medium-term projects could be implemented within 3-5 years; and long-term projects would require more than five years for implementation. Project costs are estimates only and will require further refinement along with preliminary engineering and final design. Locations of the recommended short-term, medium-term, and long-term improvements are shown in Figures ES-3 through ES-5. These projects were then evaluated based on a set of evaluation criteria agreed upon by the project team. Projects were graded on a high-medium-low scale against each criterion. These projects can be carried forward and implemented separately. Projects B.1.A through B.1.D represent a set of four different improvement options for the Napa Valley College stop; it is recommended that one of these four be selected as the preferred improvement at NVC. Additionally, projects I.1 and I.2 both represent expansions of the parking capacity at Soscol Gateway Transit Center. In the short-term, it is recommended that only one of the projects be implemented until demand warrants further expansion of the park & ride. It is noted that service on Route 25 is being considered for elimination as a result of significant federal funding reductions. Therefore, any improvements to Route 25 should be considered for the long-term, once alternative funding sources become available.

ES-4


Table ES-1: Summary of Improvement Needs SECTION TITLE # Need

Recommended Solution

Reduce the impact of congestion on trip time and Header 1 variability on Route 29. Average transit speeds

Signal technology and runningway improvements on SR-29, 1 SR-221, and SR-12,arciliq such as transit signal priority and queue Body Copy... Vitat quas cusam sedi low aut volori nonsequi dolest, tem facculp uamenda venient iataectur? Ovitate between Vallejo andseque Napa sus, are very due primarily jumps mposanda nus, si ullictotas veliae on arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, to escia congestion SR-29. namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Make transit travel times more competitive with auto Eliminate route deviations through in-line stops at American 2 doluptas ma pra porendam travel times on Route 29 Canyon Post Office and Napa Valley College Increase Header 2 ridership by increasing service on high 3 • Bullets

ridership corridors

More directly provide convenient express bus service Header 3 4 for western Napa

Increase service frequency on Route 29 between Redwood Park & Ride and El Cerrito del Norte BART Station during peak commute hours Utilize the Imola Park & Ride for service on the SR-29 corridor.

5

Expand park and ride opportunities

Identify opportunities to expand parking near the Soscol Gateway Transit Center or north of the transit center along Soscol Avenue, in St Helena, and American Canyon

6

Reduce travel time and variability on Route 29 north of Napa

Place in-line stops in Yountville on SR-29

7

Reduce travel time on Route 29 in Vallejo

Modify Route 29 alignment between Interstate 80 and the Vallejo Ferry Terminal

8

Improve connectivity with Solano County, a major potential ridership generator

Improve connections with SolTrans and FAST routes, including service Sereno Transit Center, Curtola Park & Ride, and the planned SR-37/Fairgrounds Park & Ride. Serve additional destinations from American Canyon and Napa to the I-80 corridor in Solano County (Fairfield/Vacaville)

9

Improve transit connections to employment areas

Provide direct express bus service to downtown Napa.

10

Make transit travel times more competitive with auto travel times on Route 25

Construct an in-line stop on SR-29 at Imola Park & Ride

11

Improve the customer experience and system connectivity

Through a comprehensive operations anlaysis, evaluate feasibility of a pulse-type operation for key transfer pairs out of the Soscol Gateway Transit Center, including the express buses with Routes 8, 10, and 11

12

Increased reliability on Route 29

Splitting the route in Napa to avoid delays north of Napa from impacting service south of Napa. Time transfers at Soscol Gateway Transit Center to maintain connectivity.

13

Improved stop facilities at express bus stops

Provide pedestrian and bicycle access pathways, shelters, benches, lighting, wayfinding signage, route information signage, and NextBus signage or text-based real-time bus arrival information where warranted by ridership and access patterns

14

Expand regional connectivity and transit integration

Provide service to Curtola Park & Ride and to Downtown Petaluma SMART Station

ES-5


Table ES-2: Summary of Recommended Improvements SECTION TITLE Project Header 1 Name

Description

Need Addressed

Timeframe

Costs/Savings

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate A. Route Changes mposanda nus,21 si Service ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Elimination of the porendam doluptas ma pra Corporate Drive stop and Make transit modification of the route Route travel times more Short-Term $5,000 in annual operating A.1 alignment between Napa Optimization competitive with (0-2 Years) cost savings Valley College and the auto travel times • Bullets Devlin Road/Airport Blvd stop. Header 3

Header 2

A.2

Long-term, split route 21 into two separate routes and expand service to Red Improve connectivity to Solano County Top Road Park & Ride (after construction of the Red Top Road flyover) and Vacaville.

Long-Term (6+ Years)

Operating cost dependent on future service plan and terminus in Vacaville.

Napa Valley College Stop Option A

Southbound stop for Routes 10X, 11X, 21 A/B and 29 at Napa Valley College is made in-line on SR-221, and the alignment for serving the northbound stop is shortened.

Make transit travel times more competitive with auto travel times

MediumTerm (3-5 Years)

$1,791,500 estimated total capital cost $13,000 in annual operating cost saving

Napa Valley College Stop Option B

In-line, midblock stop for Routes 10X, 11X, 21 A/B and 29 is created for the southbound direction at Napa Valley College. In the northbound direction, two in-line stops are created on SR-221 at Streblow and Magnolia Drives. Includes pedestrian improvements.



$3,689,500 estimated total capital cost $16,000 in annual operating cost savings

Napa Valley College Stop Option C

Both northbound and southbound stops at Napa Valley College are converted to in-line, midblock stops on SR-221 for Routes 10X, 11X, 21 A/B and 29. Northbound stop connected to college via a grade-separated crossing of SR-221.




Expansion of Service Area

B. Route 21 Stop Changes

B.1.a

B.1.b

B.1.c

ES-6


Table ES-2: Summary of Recommended Improvements (Continued) SECTION TITLE Project Header 1 Name

Description

Need Addressed

Timeframe

Costs/Savings

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate andto et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, mposanda nus, si ullictotas escia veliaeNorthbound arum vendam, southbound stops for venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin namende rrumqua ersperibusda nis minis dolenima nam Routes 10X, 11X, 21 A/B porendam doluptas ma pra Make transit $733,800 estimated total Napa Valley and 29 would both be travel times more Short-Term capital cost B.1.d College Stop relocated to Magnolia competitive with (0-2 Years) $13,000 in annual operating Option D Drive, with buses using auto travel times cost savings • Bullets the existing roundabout to turn around and return to Header 3 SR-221.

Header 2

B.2

Stop Improvements at Devlin & Airport

Upgrade facilities at and near the Devlin Road/ Airport Blvd stop for Routes 11X and 25.

Improve stop facilities at express bus stops


$1,323,800 estimated total capital cost

Restoration of Route 25, extending current route to Petaluma to connect to SMART Station

Expand regional connectivity and transit integration


Operating cost dependent on route alignment, to be determined in coordination with Sonoma County Transit

Create new stop in Downtown Napa for Routes 10X, 11X, 25, and 29 (short-term)

Better connect transit service to employment areas

Convert existing Imola stop to in-line stops on SR-29 ramps and improve P&R facilities.


C. Route 25 Service Changes C.1

Addition of Downtown Petaluma and Sonoma Stops

D. Route 25 Stop Changes

D.1

D.2

Downtown Napa Stop

Imola Park & Ride Improvements

$31,000 in increased annual operating costs Short-Term (0-2 Years) $663,900 estimated total capital cost



E. Route 29 Service Changes E.1

Split Route 29 into 29/10X/11X

Short-Term Route 29 will be split into Increase reliability on (0-2 Years)/ Route 10 Express, Route 11 Route 29 Long-Term Express, and Route 29. (6+ Years)

Operating costs vary with service frequency

F. Route 29 Stop Changes See Downtown Napa, Napa Valley College, Imola Park & Ride, and Devlin & Airport stop improvements above F.1

Yountville Stop Modifications

Convert the existing Yountville stop to in-line stop on SR-29 and provide new facilities.


ES-7





Description

Need Addressed

Timeframe

Costs/Savings

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Americanescia veliae Convert American Canyon transit et labor rem rem quis $1,953,600 estimated total mposanda nus, si ullictotas arum vendam, to et untur? Make Ihit eatquaes re pererion et dolore, MediumCanyon Post Post Office stop to in-line travel times more capital cost namende quiaecatus re verspercipit ressin F.2rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita Term (3-5 Office Stop stop on SR-29 and provide competitive with $28,000 in annual operating porendam doluptas ma pra Years) Modifications new stop facilities. auto travel times cost savings

Header 2 American • BulletsF.3

Header 3 F.4

Canyon Park & Ride SR-37/ Fairgrounds Park & Ride

Add a new Park & Ride in American Canyon, location TBD.



Costs dependent on location, to be determined in coordination with City of American Canyon

Add a stop for Route 29 at SR-37/Fairgrounds Park & Ride once constructed by Solano Transportation Authority.



Minimal operating cost change associated with rerouting

Short-Term (0-2 Years)

$16,000 increase in annual operating costs

F.5

Curtola Park & Ride

Add a stop at the existing Soltrans Curtola Park & Ride for Route 11X.

Expand regional transit connectivity and transit integration, and expand park and ride opportunities

F.6

Redwood Park & Ride Stop Modifications

Improve stop facilities and provide shade structure at Redwood Park & Ride.




F.7

St. Helena Post Office Stop Modifications

Improve stop facilities and provide bus bulb-outs at the St Helena Post Office Stop.



$871,500 estimated total capital cost

F.8

St Helena Park & Ride

Add a park & ride on SR-29 at St. Helena High School.





$537,300 estimated total capital cost $3,000 in annual operating cost savings Note: for all TSP improvements, installation of TSP equipment on buses will require an estimated $110,000 in the short-term (assumes 11 buses) and $230,000 in the long term (assumes 23 buses)

G. Transit Signal Priority

G.1

TSP - SR-29 North of Napa

Implement transit signal priority at 11 signalized intersections on SR-29 from north of Napa to Calistoga.

Reduce the impact of congestion on trip time and variability

ES-8



Description

Need Addressed

Timeframe

Costs/Savings

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Implement transit signal $488,700 estimated total mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Reduce the impact MediumTSP Route 29 priority at 9 signalized capital cost namende aliti denitissi quiaecatus re verspercipit ressin G.2rrumqua ersperibusda nis minis dolenima nam venimus of congestion oncusae trip dita Term (3-5 South Napa intersections on SR-29 $11,000 in annual operating porendam doluptas maofpra time and variability Years) south of Napa. cost savings

Header 2 • BulletsG.3

Header 3

Implement transit signal priority at 10 signalized intersections on SR-12, SR121, and SR-221.



$537,300 estimated total capital cost $12,000 in annual operating cost savings

American Implement queue jumps at Canyon Queue three locations in American Jumps on Canyon. State Routes







TSP - SR-12, 121, 221

H. Queue Jumps H.1

H.2

Napa Queue Jumps on State Routes

Implement queue jumps at two locations in Napa.

I. Parking Near Soscol Gateway Transit Center I.1

Wine Train Parcel West of Soscol Gateway

Provide additional parking for Soscol Gateway Transit Center at the existing Wine Train parking lot.




I.2

City-Owned Lot in Downtown Napa

Provide additional parking for Soscol Gateway Transit Center at the City-owned Expand park and ride lot located at the northeast opportunities corner of 3rd Street and the Wine Train tracks.



ES-9


Figure ES-3: Short-Term Recommendations Figure 2 - Key Map of Express Bus System Needs SECTION TITLE Calistoga

Inset Map of City of Napa

Header 1

Yolo

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Napa mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra D.1 Saint Helena

Header 2

B.1C

• Bullets

Header 3

A.1 Yountville Vacaville

Sonoma Napa D.1

B.1C

Sonoma

Fairfield

A.1

See Inset Map

Novato

American Canyon

Vallejo

Solano

F.5

Marin Martinez

Legend Route 10X

Contra Costa

San Rafael Richmond

Route 11X Route 25

Albany

Route 29

X

Short-Term Projects

Vine Express Bus Corridor Study

ES-10


Figure ES-4: Medium-Term Recommendations Figure 2 - Key Map of Express Bus System Needs SECTION TITLE Calistoga


Header 1

Yolo

F.6

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Napa mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda F.7 nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin F.8 porendam doluptas ma pra Saint Helena

D.2

Header 2

B.1

• Bullets

Header 3

I.1 I.2

F.1 Yountville

H.2

Vacaville

B.2 F.6

Sonoma

Napa

D.2 B.1

Sonoma

Fairfield

I.1 I.2 H.2 See Inset Map

B.2

H.1

American Canyon

F.2

Novato

Vallejo

Solano

F.4

Note: Projects G.1, G.2, and G.3 not shown on map. Projects propose TSP at various locations.

Marin Martinez

Legend Route 10X

Contra Costa

San Rafael Richmond

Route 11X Route 25

Albany

Route 29

X

Medium-Term Projects


ES-11


Figure ES-5: Long-Term Recommendations Figure 2 - Key Map of Express Bus System Needs SECTION TITLE Calistoga


Header 1

Yolo

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Napa mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra Saint Helena

Header 2

B.1

• Bullets

Header 3 Yountville Vacaville

Sonoma

C.1

Napa

Sonoma

A.2

B.1

Fairfield

See Inset Map F.3

Novato

American Canyon

Vallejo

Solano

Legend Route 10X

Marin

Route 11X

Martinez

Route 21A Route 21B

Contra Costa

San Rafael Richmond

Route 29

Albany

X

Long-Term Projects Long-Term Projects

Note: Project E.1 not shown on map. Project E.1 proposes to split Route 29 into 29/10X/11X. Route 25 not shown due to unspecified alignment.


ES-12


SECTION A. RouteTITLE 21 Service Changes A.1 Route Header 1 Optimization

Project Location

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Elimination of thearum Corporate Legendet dolore, mposanda nus, si ullictotas escia veliae vendam,Drive to et untur? Ihit eatquaes et labor rem rem quis re pererion Napa stop and modification of the route alignment namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Proposed Alignment porendam doluptas maValley pra College and the Devlin between Napa Removed Stop

Road/Airport Blvd stop.


Napa Valley College

Capital Infrastructure Improvements

Header 3 Minimal; removal of stop signage Operating Changes

• Eliminate Corporate Drive Stop • Between Napa Valley College and Devlin Road/Airport Boulevard stop, change route alignment to use SR-221 & Soscol Ferry Road instead of Vista Point Drive/Napa Valley Corporate Drive/Kaiser Road.

Corporate Drive & Corporate Way

Legend Ridership Route 21 Route 25

Highway 12 & Highway 29

American Canyon

ES-13


A.1 Route Optimization (Continued) SECTION TITLE

Header Need 1


Body Copy...Benefit Vitat quas cusam sedi aut volori nonsequi dolest,between tem facculp arciliq venient iataectur? Ovitate fromseque sus, Reduces travel time and distance Napa Valleyuamenda College and Devlin Road/Airport mposanda nus, si ullictotas escia veliaeBoulevard arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Improvement namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Change inpra Travel porendam doluptas ma -1 minute (both directions)

Time


Cost

Barriers to Header 3

Implementation Time-frame

$5,000 in annual operating cost savings None Short-Term (0-2 Years)

Existing stop facilities at Corporate Drive stop

ES-14


A.2 Expansion of Service Area SECTION TITLE

Description: Split route 21 into two separate routes and expand service to Red Top Road Park & Ride (after construction of the Red Top Road flyover) and Vacaville. Header 1 Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Project Location mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Redwood Park & Ride porendam doluptas ma pra

VACAVILLE

Vacaville Transportation Center or Davis Street Park & Ride Soscol Gateway Transit Center


Header 3

NAPA

29

Imola Park & Ride 25

Gasser & Hartle

LEGEND: Existing Express Bus Route 21 - A Route 21 - B BART Capitol Corridor SMART

American Canyon

Napa Valley College Devlin/Airport Blvd 21

Red Top Road Park & Ride

29

Transit Center

FAIRFIELD Suisun City Train Depot

SUISUN

AMERICAN CANYON Capital Infrastructure Improvements

Operating Changes • Add stop at Red Top Road Park & Ride in Vacaville (after construction of the Red Top Road flyover). • Add stop at Vacaville Transportation Center OR Davis Street Park & Ride in Vacaville. • Split 21 service between Routes 21A (serves Suisun City Train Depot) and 21 B (serves Fairfield Transit Center & Vacaville)

ES-15

Minimal; signage at Davis Street Park & Ride and Red Top Road Park & Ride


A.2 Expansion of Service Area (Continued) SECTION TITLE

Header 1

Need

Improve connectivity to Solano County

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas esciafrom veliae arumExpands vendam,service to et untur? Ihit eatquaes et labor rem rem quis re splitting pererionof et dolore, Benefit to a previously unserved market (Vacaville); namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin routes reduces travel times Improvement porendam doluptas ma pra

in Travel Header 2Change Time

Route split reduces travel time between Suisun City and Soscol Gateway Transit Center by 7 minutes

Header 3

Operating cost dependent on future service plan and terminus in Vacaville

• Bullets

Cost Barriers to Implementation Time-frame

Sufficient transit demand between Vacaville and Napa County, funding, coordination with Fast and City Coach Long-Term (6+ Years)

Existing Station Facilities at Fairfield Transportation Center

Existing Station Facilities at Suisun City Train Depot

ES-16


SECTION B. Route TITLE 21 Stop Changes Header 1 Valley College Stop Option A B.1.A Napa

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae vendam,10X, to et11X, untur? eatquaes et labor rem rem quis re pererion et dolore, Description: Southbound stoparum for Routes 21IhitA/B and 29 at Napa Valley namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin College is made in-line on SR-221, and the alignment for serving the northbound stop is porendam doluptas ma pra

shortened.



Operating Changes

• New Header 3 stop facilities along the west side

of SR-221 in the shoulder on the opposite side of James Diemer Drive from the existing stop. Facilities would include a bench and shelter, real-time arrival information, wayfinding and transit route information Existing

• Southbound buses will serve the new stop on SR-221. Northbound buses will be re-routed to turn left at Streblow Drive to James Diemer Drive to serve the new stop. Northbound buses will then return to SR-221 via Magnolia Drive.

Proposed Legend

Legend Northbound AlignmentRoute: 29 Southbound AlignmentRoute: 21 Existing Stop

Imola Ave

Imola AveNapa

r

Magnolia D

r

Magnolia D

es D iem

r Dr iem e

Ridership

Jam

Jam

es D

Route 21 Route 25

er D

r

Legend

r

Streblow D

r

Streblow D

ES-17

Northbound AlignmentRoutes: 29, 21 A/B Southbound AlignmentRoutes: 10X, 11X Proposed Stop


B.1.A Napa Valley College Stop Option A (Continued) SECTION TITLE

Header 1

Make transit travel times more competitive with auto travel Need Body Copy... Vitat quas cusam seque sus, sedi aut volori times nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma praBenefit from Reduces travel time and distance for buses arriving and departing Napa Valley College Improvement


Header 3

Change in Travel -4 minutes (northbound) Time -1 minute (southbound) Cost Barriers to Implementation Time-frame

$1,791,500 estimated total capital cost $13,000 in annual operating cost savings Coordination with Napa Valley College, encroachment permit from Caltrans, use of college right-of-way

Medium-Term (3-5 Years)

Existing Napa Valley College Stop

Potential location for southbound in-line stop at Napa Valley College

ES-18


B.1.B Napa Valley SECTION TITLE College Stop Option B

Operating Changes

• Southbound route alignment changes so that buses will serve the in-line stop 11X, 21quas A/Bcusam and 29 is created for volori the nonsequi dolest,on Body10X, Copy... Vitat seque sus, sedi aut temSR-221. facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia vendam, to etIn untur? Ihit eatquaes et labor rem remalignment quis re pererion et dolore, southbound direction atveliae Napaarum Valley College. route changes • Northbound namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin the northbound direction, two in-line stops are so that buses turn left buses will serve porendam doluptas ma pra created on SR-221 at Streblow and Magnolia the two stops at Streblow and Magnolia. Drives. Includes pedestrian improvements.

Header Description:1In-line, midblock stop for Routes


Proposed Stops & Alignment

Header Capital 3 Infrastructure Improvements • Implement mid-block southbound stop as in Option A • For the northbound direction, construct new stop facilities at SR-221 & Magnolia Drive and SR-221 & Streblow Drive. Facilities would include a bench and shelter, real-time arrival information, wayfinding and transit route information • Streblow Drive Stop:

Legend Northbound Alignment Southbound Alignment Proposed Sidewalk

Imola Ave

Proposed Stop

agnolia Dr

M

er D

r

»» Near-side stop location with bus shelter and pedestrian infrastructure »» Construct new west leg crosswalk »» Construct new sidewalk on north side of Streblow Drive to James Diemer Drive and along James Diemer Road into the College OR construct new sidewalk between SR-221 and the vineyard and connect to James Diemer Drive Legend

ES-19

es D Jam

»» Far-side stop location with bus shelter and Route 21 pedestrian infrastructure Route 25 »» Construct new west leg crosswalk. »» Construct new sidewalk to connect southwest corner of SR-221 & Magnolia Drive with James Diemer Drive OR construct new sidewalk on west side of SR-221 from Magnolia Drive to mid-block southbound stop and campus

iem

• Magnolia Drive Stop: Ridership

r

Streblow D


B.1.B Napa Valley College Stop Option B (Continued) SECTION TITLE

Header 1

Make transit travel times Body Copy... Vitat quas cusam seque sus,competitive sedi aut volori dolest, tem facculp arciliq uamenda venient iataectur? Ovitate more withnonsequi auto Need mposanda nus, si ullictotas escia veliae travelarum timesvendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Header 2 from Benefit • Bullets

Improvement

Header 3 Change in Travel Time

Cost

Barriers to Implementation

Time-frame

Reduces travel time and distance for buses arriving and departing Napa Valley College

-5 minutes (northbound)

Potential location for northbound stop at Streblow Drive

-1 minute (southbound)

$3,689,500 estimated total capital cost $16,000 in annual operating cost savings Coordination with Napa Valley College, encroachment permit from Caltrans, use of college right-of-way, use of Napa County right-of-way at Streblow Stop

West leg of SR-221 and Magnolia Drive intersection - recommended location for new crosswalk


West leg of SR-221 and Streblow Drive intersection recommended location for new crosswalk

ES-20


B.1.C Napa Valley College SECTION TITLE Stop Option C


Description:1Both northbound and southbound Header

Napa aresedi converted Bodystops Copy...atVitat quasValley cusamCollege seque sus, aut volori to nonsequi dolest, tem facculp arciliq uamenda venientLegend iataectur? Ovitate Northbound in-line, mid-block stops SR-221 for Routes mposanda nus, si ullictotas escia on veliae arum vendam, to et10X, untur? Ihit eatquaes etIm labor rem rem quis re pererion et dolore, Alignment ola Ave Southbound namende ersperibusda nis minis dolenima nam venimus ressin 11X, rrumqua 21 A/B and 29. Northbound stop connected to aliti denitissi cusae dita quiaecatus re verspercipit Alignment porendam doluptas ma pra college via a grade-separated crossing of SR-221. Proposed Stop


Grade-Separated Crossing


r

Magnolia D

• Place a southbound stop on the west

Header 3 of SR-221 in the shoulder on the side

es D

iem

er D

r

opposite side of James Diemer Drive from the existing stop. • Place a northbound stop on the east side of SR-221 in the shoulder across from the proposed southbound stop. • Construct a grade separated pedestrian crossing across SR-221 between northbound stop and Napa Valley College campus. • New stops would include a bench and Legend shelter, real-time arrival information, wayfinding and transit route information. Ridership Route 25

Jam

Route 21

Operating Changes

• Southbound route alignment changes so that buses will serve the in-line stop on SR-221. • Northbound route alignment changes so that buses will serve the in-line stop on SR-221.

r

Streblow D

ES-21


B.1.C Napa Valley College Stop Option C (Continued) SECTION TITLE

Header 1

Make transit travel times more competitive with auto travel times Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenimaReduces nam venimus aliti denitissi cusaefor dita quiaecatus verspercipit ressin Benefit from travel time and distance buses arrivingre and porendam doluptas ma pra departing Napa Valley College Improvement


Header 3

Need

Change in Travel -5.5 minutes (northbound) Time -1 minute (southbound) Cost Barriers to Implementation Time-frame

$9,499,200 estimated total capital cost $17,000 in annual operating cost savings Coordination with Napa Valley College, encroachment permit from Caltrans, use of college right-of-way, potentially significant construction impacts to SR-221, high cost Long-Term (6+ Years)

Potential location for southbound in-line stop at Napa Valley College Route 21 bus headed northbound on SR-221 at potential northbound in-line stop location

ES-22


B.1.D Napa Valley College SECTION TITLE Stop Option D


Header Description:1Northbound and southbound stops

Legend

Routes A/Bsus, andsedi 29aut would Northbound Bodyfor Copy... Vitat10X, quas 11X, cusam21 seque voloriboth nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Imetolabor Alignment la Arem mposanda nus, si ullictotas escia veliae arum vendam, et untur? Ihit eatquaes et dolore, be relocated to Magnolia Drive, with busestousing verem quis re pererion Southbound namende rrumquaroundabout ersperibusda nis nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin the existing to minis turn dolenima around and Alignment porendam doluptas ma pra return to SR-221. Proposed Stop


Magnolia D


Header 3

r

• Place a stop on the north side of Magnolia Drive west of SR-221 that serves both northbound and southbound directions. Buses can use the roundabout on Magnolia Drive to immediately turn around back towards SR-221 after serving the stop. • Stop infrastructure would include bus pullout, platform, waiting area, shelter, lighting, connection to nearby path, wayfinding materials, real-time transit information, and Wi-Fi.

er D

r

Operating Changes

Jam

es D

iem

• Southbound route alignment changes so that buses turn right into Magnolia, serve the bus stop, turn around at the roundabout and return to SR-221. • Northbound route alignment changes so that buses turn left into Magnolia, serve the bus stop, turn around at the roundabout and return to SR-221.

Streblow D

ES-23

r


B.1.D Napa Valley College Stop Option D (Continued) SECTION TITLE

Header 1

Make transit travel times more competitive with auto travel times Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, travel time and distance buses arrivingre and namende rrumqua ersperibusda nis minis dolenimaReduces nam venimus aliti denitissi cusaefor dita quiaecatus verspercipit ressin Benefit from departing Napa Valley College (but does increase walking porendam doluptas ma pra Improvement distance between stop and NVC).


Header 3

Need

Change in Travel -4.5 minutes (northbound) Time -15 seconds (southbound) Cost Barriers to Implementation Time-frame

$733,800 estimated total capital cost $13,000 in annual operating cost savings Coordination with Napa Valley College, encroachment permit from Caltrans, use of college right-of-way


Potential stop location on north side of Magnolia Drive

ES-24

Roundabout at intersection of Magnolia Drive and James Diemer Drive to be used as a turnaround point for northbound and southbound buses


B.2 Stop Improvements SECTION TITLEat Devlin & Airport Description: Upgrade facilities (Route 21 and 29) at and near the Devlin Road/Airport Blvd stop.

Header 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Operating Changes Capital Infrastructure mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quisImprovements re pererion et dolore, namende rrumqua ersperibusda nis southbound/ minis dolenima nam venimus aliti• Remove denitissi cusae dita quiaecatus re verspercipit ressin Relocate the existing southbound/ facilities at the existing porendam eastbound doluptas ma pra stop to the south side of

eastbound stop and construct new stop facilities on the south side of Airport Boulevard, east of Devlin Road • Implement improved stop facilities including sidewalks and concrete waiting area with lighting, wayfinding, shelter, seating, Wi-Fi, bike storage, and real-time transit information. Provide crosswalks and pedestrian infrastructure at signalized intersection.

Airport Boulevard, east of Devlin Road


Header 3

Project Location Legend Proposed Route 21 Proposed Route 29 Existing Stop to be Removed Proposed Stop

De vlin

Rd

Existing Stop to Remain

Airport Blvd

hip

21

25

ES-25


B.2 Stop Improvements at Devlin & Airport (Continued) SECTION TITLE

Header 1

Improve stop facilities at express bus stops Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Improves amenities, safety, and access to the Devlin Road/ porendam doluptas ma praBenefit from Airport Blvd Stop Improvement


Header 3

Change in Travel N/A Time Cost


Barriers to Implementation Time-frame

Requires acquisition of right-of-way


Existing northbound stop at Devlin Road - Airport Boulevard

ES-26


SECTION C. RouteTITLE 25 Service Changes Header 1 C.1 Addition of Downtown Petaluma and Sonoma Stops

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum25, vendam, to et untur? Ihit route eatquaes labor remto rem quis re pererion et dolore, Description: Restoration of Route extending current to et Petaluma connect to SMART Station. namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Operating Changes


Header 2 signage at future stop locations Minimal; • Bullets

• New long-term route alignment which serves a new stop in the City of Sonoma (exact location TBD, would coincide with an existing Sonoma County Transit Stop) and at the Downtown Petaluma SMART Station

in Petaluma and Sonoma

Header 3

Project Location

Redwood Park & Ride

NAPA

PETALUMA

Imola Park & Ride Petaluma Downtown SMART Station

Sonoma Plaza

Proposed Downtown Stop Soscol Gateway Transit Center Gasser & Hartle

Napa Valley College

25

Sonoma Stop (To Be Determined)

Devlin/Airport Blvd 21

LEGEND: Route 25 (Proposed) BART Capitol Corridor SMART

29

American Canyon

ES-27

AMERICAN CANYON


C.1 Addition of Downtown Petaluma and Sonoma Stops (Continued) SECTION TITLE

Header 1

Expand regionaldolest, connectivity and transit Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi tem facculp arciliqintegration uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma praBenefit from Provides an additional connection to regional transit services (SMART) Improvement


Header 3

Estimated travel time between Soscol Gateway Transit

Change in Travel Center & Petaluma SMART: 56 min (does not account for any deviation to a Sonoma stop, as that location has not yet Time been determined)

Cost



Operational funding, coordination with Sonoma County Transit

Time-frame


ES-28


SECTION D. RouteTITLE 25 Stop Changes Header 1 D.1 Downtown Napa Stop

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas arum vendam, toNapa et untur? eatquaes laborand rem25. rem quis re pererion et dolore, Description: Create escia new veliae stop in Downtown for Ihit Routes 10X,et11X, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Operating Changes


Header 2 stop amenities: bench and shelter, • New • Bullets

real-time arrival information, wayfinding and transit route information.

Header 3

Project Location Legend Express Bus AlignmentRoutes: 10X, 11X, 25 Proposed Stop

Jefferso

St t

S 3rd

ES-29

t

d 2n

hS

olp nd

n St

St

Ra

1st

21

29

• Create new stop in Downtown Napa for Routes 10X, 11X, 25, and 29 (short-term) • Re-align routes to use 1st/2nd Street couplet, Jefferson Street, 3rd Street through downtown to Soscol Gateway Transit Center instead of Lincoln Avenue and Soscol Avenue • Proposed stop location is at 3rd Street & Randolph St; coordinate with the City of Napa to finalize a stop location on 3rd Street and consider consolidating other Vine Transit stops in Downtown Napa at this location


D.1 Downtown TITLE Napa Stop (Continued) SECTION

Header 1

Betternonsequi connect transit to employment areas venient iataectur? Ovitate Need Body Copy... Vitat quas cusam seque sus, sedi aut volori dolest,service tem facculp arciliq uamenda mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma praBenefit from Provides direct access to downtown Napa destinations


Header 3

Improvement

Change in Travel +1 minutes (both directions) Time Cost Barriers to Implementation Time-frame

$31,000 in increased annual operating costs $663,900 estimated total capital cost Coordination with City of Napa on stop location and onstreet parking removal; use of sidewalks requires route re-alignment Short-Term (0-2 Years)

Location for potential westbound/southbound stop in Downtown Napa at the intersection of 3rd and Randolph

ES-30

Location for potential eastbound/northbound stop in Downtown Napa at the intersection of 3rd and Randolph


D.2 Imola Park & Ride Improvements SECTION TITLE Description: Convert existing Imola stop to in-line stops on SR-29 ramps and improve P&R facilities.

Header 1

Project Location

Capital Body Copy... Vitat quasInfrastructure cusam seque sus,Improvements sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, • Implement pedestrian infrastructure namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin lighting between park & ride lot, porendam and doluptas ma pra southbound stop, and northbound stop, including Header 2 new sidewalk under SR-29 on south side of Imola Avenue • Bullets • Provide improved stop facilities at Header 3 northbound and southbound both stop locations, including sidewalks and concrete waiting area with lighting, wayfinding, shelter, seating, Wi-Fi, additional bike storage (in the park & ride lot), and real-time transit information. • Improve park & ride with new paving, lighting, and bike parking • Add new in-line stops on SR-29 southbound on ramp and SR-29 northbound off-ramp Operating Changes

ES-31

Legend ǆŝƐƟŶŐůŝŐŶŵĞŶƚͲ Route: 25 Proposed AlignmentRoute: 25, 29 Proposed Stop Removed Stop

te Dr Golden Ga

• Eliminate Gasser Drive & Hartle Court Legend stops Route 25 alignment to use Route• Change 21 3rd Street, Jefferson Street, 2nd Street, Route 29 California Boulevard, 1st Street and SR-29 between Soscol Gateway Transit Center and Imola Park & Ride. • Between Imola Park & Ride and SR-12, change Route 25 alignment to use SR-29 instead of Golden Gate Drive.

Imola Ave


D.2 Imola ParkTITLE & Ride Improvements (Continued) SECTION

Header 1

Need


Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Reduces travel Ihit timeeatquaes and distance for rem busesrem arriving and departing mposandaBenefit nus, si ullictotas escia veliae arum vendam, to et untur? et labor quis re pererion et dolore, from Improvement Imola Park & Ride namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra -3 minutes (southbound)

Change in Travel Time


Header 3

Cost


-5 minutes (northbound) $4,379,600 estimated total capital cost $31,000 in annual operating cost savings Funding; coordination with Caltrans on park & ride lot, in-line stops on SR-29, and ramp and signal modifications; coordination with City of Napa on sidewalk improvements Medium-Term (3-5 Years)

Location for proposed northbound in-line stop on SR-29 southbound on-ramp

Location for proposed sidewalk on south side of Imola Ave


Location for proposed southbound in-line stop on SR-29 southbound on-ramp

ES-32


D.2 Imola ParkTITLE & Ride Improvements SECTION

Header 1

Existing

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra


Header 3

Proposed Imola Avenue Park & Ride Bird’s Eye View (Existing) DRAFT July 27, 2017

North

Imola Avenue Park & Ride Bird’s Eye View (Proposed) DRAFT July 27, 2017

ES-33


D.2 Imola ParkTITLE & Ride Improvements (Continued) SECTION Existing

Header 1



Header 3

Proposed

Imola Avenue Park & Ride Street View (Existing) DRAFT July 27, 2017

Proposed (Night)

Imola Avenue Park & Ride Street View (Proposed Day) DRAFT July 27, 2017

Imola Avenue Park & Ride Street View (Proposed Night) DRAFT July 27, 2017

ES-34


SECTION E. Route TITLE 29 Service Changes Header 1

E.1 Split Route 29 into 29/10X/11X

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Route 29 will be split Route 10untur? Express, Route 11 Route 29. mposanda nus, si ullictotas escia veliae arum into vendam, to et Ihit eatquaes et Express, labor rem and rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Operating Changes

Header• Split 2 the existing Route 29 into three separate routes which serve the stops listed below. • Bullets

• Between Napa Valley College and Devlin Road/Airport Boulevard stop, change route to use SR-221 & Soscol Ferry Road instead of Vista Point Drive/Napa Valley Header alignment 3 Corporate Drive/Kaiser Road. • Route 11 Express (Long-Term Configuration)

• Route 10 Express

»» Napa Valley College »» Soscol Gateway Transit Center »» Downtown Napa »» Redwood Park & Ride »» Yountville at California Drive »» St Helena Park & Ride »» St Helena Post Office »» Calistoga Lincoln Bridge

»» Redwood Park & Ride »» Downtown Napa »» Soscol Gateway Transit Center »» Napa Valley College »» Devlin Road/Airport Boulevard »» Future American Canyon Park & Ride »» American Canyon Post Office »» Vallejo Ferry Terminal »» Curtola Park & Ride »» El Cerrito del Norte BART

• Route 11 Express (Short-Term Configuration) »» Redwood Park & Ride »» Downtown Napa »» Soscol Gateway Transit Center »» Napa Valley College »» Devlin Road/Airport Boulevard »» American Canyon Post Office »» Vallejo Ferry Terminal »» Curtola Park & Ride

• Route 29 (Short-Term Configuration) »» Redwood Park & Ride »» Downtown Napa »» Soscol Gateway Transit Center »» American Canyon Post Office »» El Cerrito del Norte BART

• Route 29 (Long-Term Configuration) »» Redwood Park & Ride »» Imola Avenue Park & Ride »» American Canyon Post Office »» SR-37/Fairgrounds Park & Ride »» El Cerrito del Norte BART

Capital Infrastructure Improvements Capital improvements identified in other projects: Napa Valley College stop (pg. 17-24), Downtown Napa stop (pg. 29), Imola Park & Ride (pg. 31), Yountville (pg. 39)

ES-35


E.1 Split Route 29 into 29/10X/11X (Continued) SECTION TITLE Description: Route 29 will be split into Route 10 Express, Route 11 Express, and Route 29.

Header 1 Body Copy... Vitat quas3cusam sequeStops sus, sedi aut voloriService nonsequiMap dolest, tem facculp arciliq uamenda venient Figure - Short-Term and Alignments Improvement Recommendations (With Existing Express Bus)iataectur? Ovitate Proposed - Short-Term mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, CALISTOGA namende rrumqua ersperibusda nisCalistoga minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Lincoln Bridge porendam doluptas ma pra

ST HELENA


St. Helena Post Office

Header 3

YOUNTVILLE Yountville 29

Redwood Park & Ride

Imola Park & Ride

PETALUMA Sonoma Plaza

VACAVILLE

Proposed Downtown Stop

NAPA

Soscol Gateway Transit Center Gasser & Hartle

FAIRFIELD

Napa Valley College

25

Devlin/Airport Blvd

SONOMA

Fairfield Transit Center

21 29

Suisun City Train Depot

SUISUN AMERICAN CANYON

American Canyon Post Office

VALLEJO Note: Existing Route 29 only stops at the Ferry Terminal in the southbound direction upon request

LEGEND: Existing Express Bus Route 10 Express Route 11 Express Route 21 Route 29 BART Capitol Corridor SMART

Vallejo Ferry Terminal Curtola Park & Ride

29

EL CERRITO El Cerrito del Norte BART Station

Vine Express Bus Corridor Study ES-36


E.1 Split Route 29 into 29/10X/11X (Continued) SECTION TITLE

Header 1 Body Copy... Vitat quas3cusam sequeStops sus, and sedi aut voloriImprovement nonsequiMap dolest, tem facculp (With arciliqExisting uamenda venient Figure - Long-Term Alignments Recommendations Express Bus)iataectur? Ovitate Proposed Service - Long-Term mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, CALISTOGA namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Calistoga Lincoln Bridge porendam doluptas ma pra

ST HELENA



Header 3

YOUNTVILLE

St. Helena Park & Ride 29

Yountville

VACAVILLE Redwood Park & Ride Proposed Downtown Stop

NAPA

PETALUMA

Imola Park & Ride Sonoma Plaza


Napa Valley College

25


29

Future American Canyon Park & Ride



SUISUN

AMERICAN CANYON


VALLEJO Note: Existing southbound Route 29 only stops at the Ferry Terminal upon request

Vacaville Transportation Center or Davis Street Park & Ride

Proposed SR-37/Fairgrounds Park & Ride

Vallejo Ferry Terminal

LEGEND: Existing Express Bus Curtola Park & Ride Route 10 Express Route 11 Express Route 21 - A 29 Route 21 - B Route 25 EL CERRITO Route 29 BART El Cerrito del Norte BART Station Capitol Corridor SMART Note: Routes 10 and 11 will continue to operate at normal service levels




Header 1

Increase reliability on Route 29 Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Splitting of routes shortens trip distances and thus increases porendam doluptas ma praBenefit from reliability of bus travel times Improvement


Header 3

Change in Travel Varies based on trip origin and destination Time Cost


Time-frame

Operating costs vary with service frequency Short-Term: Coordination with Soltrans on use of Curtola Park & Ride Long-Term: Increased demand at El Cerrito del Norte, coordination with SolTrans on SR-37/Fairgrounds Park & Ride Both Short-Term (0-2 Years) and Long-Term (6+ Years) Route Modifications

ES-38


SECTION F. Route TITLE 29 Stop Changes Header 1 F.1 Yountville Stop Modifications

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Convert the existing Yountville stop to in-line stop on SR-29 ramps and provide new mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, facilities. namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra


Operating Changes

Header 2

• New stop facilities at northbound and southbound stops, including sidewalks Header 3 concrete waiting area with lighting, and wayfinding, shelter, seating, Wi-Fi, additional bike storage, and real-time transit information. • Convert existing Yountville stop to inline stop on SR-29 at California drive.

• Northbound Stop - Bus will exit SR-29 northbound using the California Drive off-ramp, cross California Drive, serve the new stop at the SR-29 northbound onramp, and re-enter SR-29 northbound. • Southbound Stop - Bus will exit SR-29 southbound using the California Drive off-ramp, serve the new stop at the SR-29 southbound off-ramp, cross California Drive, and re-enter SR-29 southbound using the on-ramp.

• Bullets

Project Location

ia orn f i l a

Dr

C

Legend ǆŝƐƟŶŐůŝŐŶŵĞŶƚ Proposed Alignment Proposed Stop Removed Stop

ES-39


F.1 Yountville Stop Modifications (Continued) SECTION TITLE

Header 1

Reduce travel time and variability on Route 29 north of Napa Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Benefit from Reduces travel time and distance buses arriving re and namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusaefordita quiaecatus verspercipit ressin departing from Yountville porendam doluptas ma pra Improvement


Need

Change in Travel -1 minute (both directions) Time

Header 3 Cost Barriers to Implementation Time-frame

$1,046,200 estimated total capital cost $2,000 in annual operating cost savings Encroachment permit from Caltrans, acquisition of right-ofway


Location of proposed northbound stop on SR-29 northbound off-ramp

Location of proposed southbound stop on SR-29 southbound off-ramp

ES-40


F.2 American Canyon Post Office Stop Modifications SECTION TITLE Description: Convert American Canyon Post Office stop to in-line stop on SR-29 and provide new stop facilities. 1 Header

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Capital et Infrastructure Improvements Operating Changes mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit Change alignment for Routes 11X and • New stop facilities at northbound andressin porendam doluptas ma pra

29 to stay on SR-29 through American Canyon and serve the proposed in-line Header 2 stops.

southbound stops, including sidewalks and concrete waiting area with lighting, wayfinding, shelter, seating, Wi-Fi, additional bike storage, and real-time transit information. • Signalize SR-29 & Crawford Way and provide pedestrian infrastructure and crosswalk. • Relocate existing stops at American Canyon Post Office to in-line stops on SR-29 at Crawford Way. The southbound stop would be near-side and the northbound stop would be far-side.

• Bullets

Header 3

Project Location Legend Proposed AlignmentRoutes: 29, 11x ǆŝƐƟŶŐůŝŐŶŵĞŶƚͲ Route: 29 Proposed Stop Removed Stop

James Rd

ay Crawford W

( ! ( ! Crawford Way

American Canyon Rd

Legend

Existing park & ride location NOT TO SCALE

ES-41

( Existing transit stop !


F.2 American Canyon Post Office Stop Modifications (Continued) SECTION TITLE

Header 1

Need

Header 2


Make transit travel times more competitive with auto travel times Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to etReduces untur? Ihit eatquaes et labor remfor rem quisarriving re pererion et dolore, travel time and distance buses Benefit namende rrumqua ersperibusda nis minisfrom dolenima nam venimus aliti denitissi cusae dita quiaecatus re ressin and departing from the American Canyon Postverspercipit Office porendam doluptas ma pra Improvement stop

• Bullets

Header 3

-2 minutes (northbound) -1.5 minutes (southbound) $1,953,600 estimated total capital cost

Cost

$28,000 in annual operating cost savings


Caltrans coordination and encroachment permit for new stops on SR-29 and new traffic signal. Coordination with American Canyon on additional pedestrian infrastructure. Medium-Term (3-5 Years)

Existing American Canyon park & ride location

ES-42


F.3 American Canyon Park & Ride SECTION TITLE

Description: Add a new Park & Ride in American Canyon, location TBD.

Header 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Capital Infrastructure Improvements Operating Changes namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam • Construct doluptas ma pra park & ride lot (location TBD) • Add new stop at new American Canyon

• Provide stop facilities, including

Header 2 and concrete waiting area with sidewalks lighting, wayfinding, shelter, seating, Wi-Fi, Header 3 bike storage, and real-time transit information. • Bullets

Need Benefit from Improvement Change in Travel Time

Park & Ride (specific location TBD) for Routes 29 and 11X and adjust route alignments to access the stop.


Provides new park & ride access to express bus service

N/A

Cost



Generating increased demand for park & ride, coordination with American Canyon on park & ride locations, acquisition of right-of-way for park & ride.

Time-frame


ES-43


F.4 SR-37/Fairgrounds Park & Ride SECTION TITLE Description: Add a stop for Route 29 at SR-37/Fairgrounds Park & Ride once constructed by Solano Header 1 Transportation Authority.

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Capital Infrastructure Improvements Operating Changes porendam doluptas ma pra

Minimal; signage at new park & ride. This is a location being considered by STA and Header 2 SolTrans; infrastructure improvements • Bullets would not be done by NVTA.

• Add new stop for Route 29 at new SR37 / Fairgrounds Park & Ride. Re-route Route 29 to serve this location via SR-37.

Header 3

Need Benefit from Improvement Change in Travel Time Cost Barriers to Implementation Time-frame



N/A

Minimal operating cost change associated with re-routing

Construction of park & ride by others


ES-44


F.5 Curtola Park & Ride SECTION TITLE

Description: Add a stop at the existing Soltrans Curtola Park & Ride for Route 11X.

Header 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Operating Changes Capital Infrastructure Improvements mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit • Add new stop for Route 11X at theressin Minimal; signage at new park & ride porendam doluptas ma pra

existing Curtola Park & Ride. Adjust Route 11X alignment to serve this stop. This is a location being considered by STA and SolTrans; infrastructure improvements would not be done by NVTA.

• Bullets

Header 3

Need

Benefit from Improvement

Expand regional transit connectivity and transit integration, and expand park and ride opportunities Provides new park & ride access to express bus service

Project Location

Legend

Existing park & ride location ( Existing transit stop !

la Par Curto

( !

Barriers to Coordination with Soltrans Implementation on use of the park & ride

Time-frame

Short-Term (0-2 Years) NOT TO SCALE

ES-45

t


nS

Cost

mo

Change in Travel +2 minutes (both directions) Time

Le

kway

Header 2


F.5 Curtola Park & Ride (Continued) SECTION TITLE


Header 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas Curt escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, ola Pnis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin namende rrumqua ersperibusda kwy t porendam doluptas ma pra nS

mo

Le


Header 3

Legend ǆŝƐƟŶŐůŝŐŶŵĞŶƚͲ Route: 29 Proposed AlignmentRoute: 11x Proposed Stop

ES-46


F.6 Redwood Park & Ride Stop Modifications SECTION TITLE

Description: Improve stop facilities and provide shade structure at Redwood Park & Ride.

Header 1

Capital Improve stop facilities Ovitate at Body Copy... Vitat quasInfrastructure cusam seque sus,Improvements sedi aut volori nonsequi dolest, tem facculp venient iataectur? Needarciliq uamenda express bus stops mposanda• Implement nus, si ullictotasimproved escia veliaestop arumfacilities vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin including wayfinding, Wi-Fi, additional Improves amenities, safety, porendam doluptas ma pra Benefit from bike storage, and real-time transit and access to the Redwood Improvement Park & Ride information.


• Construct new canopy over customer waiting area, creating shade


Header 3

Operating Changes

Cost

None Barriers to Implementation Time-frame

Existing Redwood park & ride location

ES-47

N/A $2,199,500 estimated total capital cost Funding



F.7 St. Helena Post Office Stop Modifications SECTION TITLE

Description: Improve stop facilities and provide bus bulb-outs at the St Helena Post Office Stop.

Header 1

Body Copy... Vitat quasInfrastructure cusam seque sus,Improvements sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Capital Operating Changes mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, bulb-outs on the northbound • Installersperibusda None re verspercipit ressin namende rrumqua nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus southbound side of SR-29. The porendam and doluptas ma pra

bulb-outs would extend into the existing roadway Header 2 so that buses can make in-line stops on SR-29. • Bullets

Header 3 Project Location Need Benefit from Improvement Change in Travel Time

( !

Pin

eS

t

( !

NOT TO SCALE

ES-48

Improves amenities, safety, and access to the St. Helena Post Office stop

N/A

Cost



Coordination with City of St. Helena on sidewalk and street modifications.

Time-frame


Legend

Existing St. Helena Post ( ! Office transit stops



F.8 St. Helena Park & Ride SECTION TITLE

Description: Add a park & ride on SR-29 at St. Helena High School.

Header 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Capital Infrastructure Improvements Operating Changes mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re • Install signage designating park & ride • Add a new stop for Routeverspercipit 10X in St.ressin porendam doluptas ma pra

spots in school lot fronting SR-29 • Provide pedestrian infrastructure and Header 2 crosswalk.

Helena in front of St. Helena High school on SR-29.

• Bullets

Header 3

Project Location Need Legend ǆŝƐƟŶŐůŝŐŶŵĞŶƚͲ Route: 29 Proposed AlignmentRoute: 10X Proposed Stop


e Av n o

Expand park and ride opportunities Provides new park & ride access to express bus service

Change in Travel N/A Time

s ray

G

St Helena High School

Cost

$434,900 estimated total capital cost Coordinate with high

to arrange for use Esri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors,school and the GIS user community

of

Barriers to a portion of parking lot as Implementation a park & ride, coordinate

with City of St. Helena on pedestrian improvements.

Time-frame

ES-49



SECTION G. TransitTITLE Signal Priority Header 1 Signal Priority - SR-29 North of Napa G.1 Transit

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Implement transitarum signal priority 11 signalized intersections on SR-29 north of Napa mposanda nus, si ullictotas escia veliae vendam, to etat untur? Ihit eatquaes et labor rem rem quis re from pererion et dolore, to Calistoga. namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

HeaderCapital 2 Infrastructure Improvements

Need

• Install TSP systems at the following intersections: Header »3» SR-29/Washington St (Calistoga) »» SR-29/Foothill Blvd (Calistoga) »» SR-29/Fulton Ln (St Helena) »» SR-29/Adams St (St Helena) »» SR-29/Pope St (St Helena) »» SR-29/Mitchell Dr (St Helena) »» SR-29/Madison St (Yountville) »» SR-29/Oak Knoll Ave (Napa) »» SR-29/Salvador Ave (Napa) »» SR-29/Wine Country Ave (Napa) »» SR-29/Trower Ave (Napa) • Bullets

Benefit from Improvement Change in Travel Time

Reduce the impact of congestion on trip time and variability Reduces delay for buses caused by intersections, reducing travel time and variability -1.5 minutes per direction (approximately) $537,300 estimated total capital cost $3,000 in annual operating cost savings

Cost

Operating Changes None

Note: for all TSP improvements, installation of TSP equipment on buses will required an estimated $110,000 in the short-term (assumes 11 buses) and $230,000 in the long term (assumes 23 buses) Identify TSP system and

Barriers to procure technology, coordinate Implementation with Caltrans to implement on SR-29

Time-frame

ES-50



G.1 Transit Signal Priority - SR-29 North of Napa (Continued) SECTION TITLE

Header 1 Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, t t namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin nSnS isodiso d a a porendam doluptas ma pra M M ( ! ! (

Header 2 •

Yountville Yountville

( W! (asWhianshin FooFoo ! Bullets gto gto thil t! ( ( hill ! n Sn S l Blv Blv t t d d

Header 3

e e Av Av oll noll n kKkK Oa Oa ve ve ( ! ! ( rA rA do ado a lv lv Sa Sa ( ! ! ( (ve ! ( ve ! y A ry A ( ( ntr untA ve A! ve ! u Co Co er er ine ineTrowTrow W W

A Mi dam tcAh s S Mi deallmD t Fu tch sr S lto ell Dr t P Fu n Ln op lton Po e S Ln pe t St

Calistoga Calistoga

(! (( ! St.St. Helena Helena ! (! (! ( !

Legend Legend Intersection Intersection for TSP for TSP ( Proposed ! ! Proposed ( NOT TONOT SCALE TO SCALE

Napa Napa Legend Legend Intersection Intersection for TSP for TSP ( Proposed ! ! Proposed ( NOT TONOT SCALE TO SCALE

ES-51


G.2 Transit Signal Priority - Route 29 South of Napa SECTION TITLE Description: Implement transit signal priority at 9 signalized intersections on SR-29 south of Napa. Header 1

Body Copy... Vitat quasInfrastructure cusam seque sus,Improvements sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Operating Changes Capital mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, None re verspercipit ressin • Installersperibusda TSP systems thedolenima following namende rrumqua nisat minis nam venimus aliti denitissi cusae dita quiaecatus porendam intersections: doluptas ma pra »» SR-29/SR-12 Sonoma Hwy (Napa) »» SR-29/CA-12/SR-221 (Napa) »» SR-29/Airport Blvd-SR-12 (Napa) • Bullets »» SR-29/S Kelly Rd (American Canyon) » SR-29/Napa Junction Rd (American Canyon) Header »»3 » SR-29/Eucalyptus Dr (American Canyon) »» SR-29/Rio Del Mar (American Canyon) »» SR-29/Donaldson Way W (American Canyon) »» SR-29/W American Canyon Rd (American Canyon)

Header 2

Napa

( !

( !

d

Airport Blv

( !

( S Kelly Rd !

tion Rd ! (

Napa Junc

l Mar Rio De

n Way! (

Donaldso

Legend ( !

Proposed Intersection for TSP

( !

NOT TO SCALE

ES-52

yptus Dr

! Eucal ( ( !

American Canyon American Ca

nyon Rd


G.2 Transit Signal Priority - Route 29 South of Napa (Continued) SECTION TITLE

Header 1

Reduce the impact of congestion on trip time and variability Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Benefit from Reduces delay for buses caused by intersections, reducing travel porendam doluptas ma pra time and variability Improvement




-1 minute per direction (approximately) $488,700 estimated total capital cost $11,000 in annual operating cost savings Identify TSP system and procure technology, coordinate with Caltrans to implement on SR-29 Medium-Term (3-5 Years)

ES-53


G.3 Transit Signal Priority - Route 12, 121, 221 SECTION TITLE Description: Implement transit signal priority at 10 signalized intersections on SR-12, SR-121, and SR-221.

Header 1 Infrastructure Improvements Capital

Operating Changes

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate • Install TSP systems at the following None mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, intersections: namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin »» SR-121 porendam doluptas ma(Soscol pra Ave)/Silverado Trail (Napa) »» SR-121 (Soscol Ave)/Kansas Ave (Napa) »» SR-121 (Soscol Ave)/Shetler Ave (Napa) »» SR-221 (Napa Vallejo Hwy)/Imola Ave (Napa) »» SR-221 (Napa Vallejo Hwy)/Magnolia Dr • Bullets (Napa) Header »3 » SR-221 (Napa Vallejo Hwy)/Streblow Dr (Napa) »» SR-221 (Napa Vallejo Hwy)/Kaiser Rd (Napa) »» SR-221 (Napa Vallejo Hwy)/Napa Valley Corporate Way (American Canyon) »» SR-12/S Kelly Rd (American Canyon) »» SR-12/Kirkland Ranch Rd (American Canyon)

Header 2


Reduce the impact of congestion on trip time and variability Reduces delay for buses caused by intersections, reducing travel time and variability -1.5 minutes per direction (approximately) $537,300 estimated total capital cost $12,000 in annual operating cost savings Identify TSP system and procure technology, coordinate with Caltrans to implement on SR-29 Medium-Term (3-5 Years)

ES-54


G.3 Transit Signal Priority - Route 12, 121, 221 (Continued) SECTION TITLE

Header 1

Trail

Silverado Body Copy... Vitat quas cusam seque sus, Napa sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate ( ! Ave as Kans mposanda nus, si ullictotas escia veliae arum vendam, to et Ihit eatquaes et labor rem rem quis re pererion et dolore, ( untur? ! Shetler Ave namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin ( ! Imola Ave ( ! porendam doluptas ma pra

( !

Header 2

Magnolia Dr

w Dr ! (

Streblo

• Bullets

Header 3 Kaiser Rd

( !

S Kelly Rd

( Valley ! Napa te Way a r o p Cor

Legend ( !


Kirkland Ranch Rd

( !

NOT TO SCALE

( !

ES-55


SECTION H. QueueTITLE Jumps Header H.11American Canyon Queue Jumps on State Routes Body Copy... Vitat quas cusam seque sus, sedi aut volori dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Implement queue jumpsnonsequi at three locations in American Canyon. mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Capitalnam Infrastructure Improvements namende rrumqua ersperibusda nis minis dolenima venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

• Implement queue jumps at the following locations:

»» SR-29 Header 2 & Napa Junction Road (American Canyon) • Bullets

Header

»» Northbound Direction (Route Express, Route 29): Im311 plement advanced right-turn phase and utilize the right-turn lane as a queue jump. »» Southbound Direction (Route 11 Express, Route 29): Use existing right-turn lane for queue jump lane and construct new right-turn lane.

»» SR-29 & Donaldson Way (American Canyon) »» Northbound Direction (Route 11 Express, Route 29): Convert shoulder to shared right-turn queue jump lane. Implement a bus-only phase. »» Southbound Direction (Route 11 Express, Route 29): Convert shared through/right-turn lane into a right-only lane and use as queue jump.


( !

Napa Junction Rd

Eucalyptus

Rio

Dr

r Del Ma

y son Wa ! (

Donald

Legend ( ! NOT TO SCALE

( !

Proposed Intersection for Queue Jumps

ES-56

American Canyon Rd

»» SR-29 & American Canyon Road (American Canyon) »» Northbound Direction (Route 11 Express, Route 29): Convert right-turn only lane into a dedicated queue jump lane and construct new right-turn only lane. »» Southbound Direction (Route 11 Express, Route 29): Convert right-turn only lane into a dedicated queue jump lane and construct new right-turn only lane.


H.1 American Canyon Queue Jumps on State Routes (Continued) SECTION TITLE

Header 1 Body Copy... Vitat quas cusam seque sus,the sedi aut volori Reduce impact of nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus,Need si ullictotas esciacongestion veliae arum onvendam, trip timeto et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusdaand nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin variability porendam doluptas ma pra American Canyon Road


Benefit Header 3 from Improvement


Reduces delay for buses caused by intersections, reducing travel time and variability

Legend

NOT TO SCALE

Proposed lane for Queue Jumps

American Canyon Road

-30 to -45 seconds per direction (approximately) Donaldson Way

Cost


Time-frame


Legend



NOT TO SCALE

Donaldson Way

Coordination with Caltrans on signal modifications, acquisition of right-of-way at American Canyon Road

Napa Junction Rd


Legend

NOT TO SCALE


Napa Junction Road

ES-57


H.2 Napa Queue Jumps on State Routes SECTION TITLE

Description: Implement queue jumps at SR-29 & SR-12/Airport Boulevard in Napa.

Header 1

Operating Changes

Capital Body Copy... Vitat quasInfrastructure cusam seque sus,Improvements sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda • Implement nus, si ullictotasqueue escia veliae arum et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, None jumps atvendam, SR-29 &toSRnamende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin 12/Airport Boulevard (Napa): porendam doluptas ma pra »» Northbound Direction (Route 29): Implement queue jump lane in right hand through lane. » » Southbound Direction (Route 29): Con• Bullets struct a dedicated queue jump lane acHeader 3 cessed from the right turn lane. This would require modifying the signal pole location. »» Install equipment on express buses to initiate TSP needed to utilize queue jumps

Header 2

levard

Airport Bou

NOT TO SCALE

S Kelly Rd

Legend ( !

( !


ES-58


H.2 Napa Queue Jumps on State Routes (Continued) SECTION TITLE

Header 1

Need

Reduce the impact of congestion on trip time and variability Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Benefitnisfrom delay aliti for buses caused bydita intersections, travel ressin namende rrumqua ersperibusda minis dolenimaReduces nam venimus denitissi cusae quiaecatusreducing re verspercipit time and variability Improvement porendam doluptas ma pra


-10 to -15 seconds per direction (approximately)

Header 3


• Bullets

Cost



Coordination with Caltrans on signal modifications

Time-frame


Airport Boulevard

Legend

NOT TO SCALE


Airport Boulevard

ES-59


SECTION I. ParkingTITLE Near Soscol Gateway Transit Center Header I.1 Wine1Train Parcel West of Soscol Gateway

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Partner with Wine Train to provide additional parking for Soscol Gateway Transit Center at mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, the existing Train parking lot. namende rrumquaWine ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Project Location



• Resurface the existing lot on the Wine Train parcel at 760-766 Soscol Ave.

Header 3

Operating Changes 3rd St

None

4th St

col

St

Sos

Burnell

Ave col

Sos

3rd St

PARCELS_PUBLIC

Ave

egend

4th St

6th St

Ridership

Legend Soscol Gateway Transit Center and EsdKĸĐĞƐ Wine Train Lot

Route 21 Route 25 Route 29

7th St

City-Owned Lot

Legend NOT TO SCALE

8th St

Existing Wine Train parking lot

ES-60


I.1 Wine Train Parcel West of Soscol Gateway (Continued) SECTION TITLE

Header 1

Expand park and ride opportunities Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Benefitnisfrom Increased park & ride capacity at Soscol Gateway Transit Center porendam doluptas ma pra

Improvement



Header 3

N/A $1,395,700 estimated total capital cost


Note: An agreement may be reached with the Wine Train for shared use of the parking lot, which may greatly reduce the cost of this improvement Coordination with Wine Train on use of parcel for public park & ride Medium-Term (3-5 Years)

ES-61


I.2 City-Owned Lot in Downtown Napa SECTION TITLE Description: Partner with the City of Napa to provide additional parking for Soscol Gateway Transit

Header 1 City-owned lot located at the northeast corner of 3rd Street and the Wine Train tracks. Center at the Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Project Location namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Capital Infrastructure Improvements porendam doluptas ma pra

• Pave parking lot on City of Napa parcel at 726-738 3rd Street. Header 2 • Explore future options for expanded • Bullets parking capacity at this location (e.g. Header 3 garage) to share between NVTA parking and City of Napa

3rd St


4th St

Burnell

Ave col

Sos St

_PUBLIC

6th St

3rd St

Sos


col Ave

City-Owned Lot

4th St

8th St

Legend NOT TO SCALE

7th St

Existing city-owned lot

ES-62


I.2 City-Owned Lot in Downtown Napa (Continued) SECTION TITLE

Header 1

Expand park and ride opportunities Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Benefitnisfrom Increased park & ride capacity at Soscol Gateway Transit Center porendam doluptas ma pra Improvement



Header 3

N/A $836,200 estimated total capital cost

Cost

Note: An agreement may be reached with the City of Napa for shared use of the parking lot, which may greatly reduce the cost of this improvement


Coordination with City of Napa on improvements to parcel, use as a park & ride, and pedestrian improvements

Time-frame


ES-63


ES.6.1 Operating Plan SECTION TITLE A summary of the recommended short-term and long-term express bus routing is provided in Figures ES-6 and ES-7,

respectively. Since various recommended stop and routing changes could be implemented separately, the estimated Header 1 of individual improvement projects assumed that the existing routes remained the same as they are operating costs

except forcusam the recommended improvement being assessed. Bodycurrently, Copy... Vitat quas seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, In therrumqua short-term, it is recommended Routes 29 venimus and 11X run, at a minimum, everyquiaecatus hour throughout the day.ressin In the namende ersperibusda nis minis that dolenima nam aliti denitissi cusae dita re verspercipit long-term, it is recommended that Routes 11X and 29 run every half-hour during peak periods, if demand warrants, and porendam doluptas ma pra hourly throughout the day. In both the short and long-term, it is recommended that Route 10X provide only peak period service (it serves as an overlay to Route 10), with one to two trips being provided during each peak. It is recommended that Route 21 maintain its existing frequency in the short-term. In the long-term, it is recommended that Routes 21A and 21B each run with the same frequency as the existing route 21, essentially doubling the number of trips into Solano County. • Bullets Route 25 is being considered for elimination in the short-term; the long-term frequency will be dependent on funding Header 3and ridership demand generated in Sonoma County. availability

Header 2

ES.6.2 Selection of Improvements For improvements related to the Napa Valley College stop and the expansion of parking at Soscol Gateway Transit Center, only one of the many recommended projects should be selected, at least in the short-term. Among the available choices for improvements at Napa Valley College (projects B.1.a through B.1.d), it is recommended that Project B.1.d be implemented. It provides significant travel time reductions (approximately 4.5 minutes saved for northbound trips and 15 seconds saved for southbound trips) while having the lowest estimated total capital cost among the four recommended options. Between the two recommended options for expanding parking near Soscol Gateway Transit Center (projects I.1 and I.2), it is recommended that project I.1, which utilizes the Wine Train parcel west of the transit center to provide additional parking, be implemented. The primary reason for this recommendation is that the Wine Train parcel is located closer to the transit center and thus provides better access to transit.

ES.6.3 Summary The estimated total capital cost of all five recommended short-term improvements is $1.4 million. Short-term improvements include streamlining routes to reduce travel time and variability and expanding express bus service to additional access points. The estimated total capital cost of all 16 medium-term improvements is $19-$23 million, depending on which improvements are selected for implementation at Napa Valley College and for expanded parking at Soscol Gateway Transit Center. Medium-term improvements include a variety of measures to reduce travel time, increase bus reliability, and expand service accessibility through additional park & rides, route optimization, and priority roadway treatments. The only recommended long-term capital improvement is project B.1.c at Napa Valley College, which costs an estimated $9.5 million. Note that this improvement would be duplicative with other improvements at the College included in the short-term and medium-term improvements list. The total cost of all improvements, assuming the Napa Valley College and Soscol Gateway Park & Ride options noted in ES 6.2 is $20.6 million. The recommended improvements provide a number of benefits which achieve the objectives of this study. The provision of in-line stops and the removal of low-ridership stops reduces travel times and distances for express buses and ultimately reduce operating costs. Transit signal priority and queue jump improvements reduce travel time and increase bus reliability. The addition of new stops and stop amenities will increase the accessibility of transit to potential riders and improve the overall quality of service experienced by transit riders. Collectively, the improvements are anticipated to generate ridership growth by making the bus more competitive with the automobile and making it more convenient for users to access and utilize.

ES-64


Given the large number of survey respondents who indicated they were unaware of the express bus service, it is SECTION TITLE recommended that the improvements be accompanied by an extensive marketing and informational campaign to inform

both residents and workers in Napa County about the express bus system and the benefits of taking the express bus compared to driving alone. With the implementation of priority treatments such as TSP and queue jumps, the bus may be perceived as being faster than the automobile for some trips, providing an ideal marketing opportunity. The combination of Bodyan Copy... Vitateducational/outreach quas cusam seque sus, sedi autservice volori expansion, nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate effective program, and improved reliability/travel times will serve to enhance mposanda nus, si ullictotas esciaof veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, the long-term effectiveness the express bus system. namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Header 1


Header 3

ES-65


Figure 3 - Short-Term Stops and Alignments Figure ES-6: Short-Term Service Plan Improvement Recommendations (With Existing Express Bus) SECTION TITLE CALISTOGA

Header 1

Calistoga Lincoln Bridge

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate ST HELENA mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusdaSt. nisHelena minisPost dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Office porendam doluptas ma pra

Header 2

YOUNTVILLE

• Bullets

Yountville

Header 3

29

Redwood Park & Ride

PETALUMA


VACAVILLE


NAPA


FAIRFIELD

Napa Valley College

25

Devlin/Airport Blvd

SONOMA


21 29







29




Figure ES-7: Long-TermStops Service Figure 3 - Long-Term and Plan Alignments Improvement Recommendations (With Existing Express Bus) SECTION TITLE

CALISTOGA

Header 1


Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate STveliae HELENA mposanda nus, si ullictotas escia arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin St. Helena Post Office porendam doluptas ma pra

Header 2

YOUNTVILLE

• Bullets


Yountville

Header 3


SONOMA PETALUMA Petaluma Downtown SMART Station

NAPA Imola Park & Ride

Sonoma Plaza


Napa Valley College

25



Red Top Road Park & Ride Future American Canyon Park & Ride

29

Note: Existing southbound Route 29 only stops at the Ferry Terminal upon request



SUISUN

AMERICAN CANYON


VALLEJO


Proposed SR-37/Fairgrounds Park & Ride





SECTION 1. INTRODUCTION TITLE The Napa Valley Transportation Authority (NVTA) conducts multi-modal planning, oversees funding, and manages Vine

Header 1 Vine Transit is the designated transit service provider for Napa County, providing a suite of local and Transit operations.

services within and extending beyond the county. NVTA also tem operates community shuttle venient and paratransit services Bodyregional Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, facculp arciliq uamenda iataectur? Ovitate within the County. NVTA is conducted an Express Bus corridor study to determine if utilization of Vine Transit express bus mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, service could be improved by providing faster, more efficient transit to key regional destinations on the county's main namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressintravel corridors, particularly porendam doluptas ma prafor the growing number of workers that commute into and out of Napa County. Half of all Napa County residents work outside of the county, and half of all Napa County workers live outside of the county, highlighting the need for improved transportation connections across county lines.

Header 2

The study identifies solutions to optimize the express bus system, including route alignments and destinations, stop • Bullets locations, infrastructure and technology enhancements to improve travel times, and fare structure. The goal of the Vine Header 3 Bus Corridor Study is to identify strategic investments that will improve the Vine Transit express bus system, Transit Express encourage new ridership, and reduce overall highway congestion in Napa County. This report summarizes the recommended improvements and their benefits to regional mobility for the residents and workers of Napa County.

1.1 Current Express Bus Service

Vine Transit currently operates eight local routes (Routes 1 through 8) and five regional routes (Routes 10, 11, 21, 25, 29). The eight local routes provide service within the City of Napa. Routes 10 and 11 cover a larger service area than the local routes, but still provide frequent stops. Routes 21, 25, and 29 are express buses which serve a limited number of stops and provide access to regional destinations. The express bus system provides connections to the regional transit network, including Sonoma County Transit, Solano County Transit, Capital Corridor/Amtrak, Bay Area Rapid Transit (BART), and the San Francisco Bay Ferry. Routes 21, 25, and 29 are the focus of this study. Routes 10 and 11 were considered in portions of the study’s existing conditions analysis and needs assessment due to their overlap in service area with Route 29.

1.2 Project Need

The existing Vine Transit express bus routes were implemented without a significant study of where the needs for express bus service were and how resources should be best allocated to improve service. This study serves to address some of the challenges with the existing system as well as identifies potential new markets. Route 29 experiences the strongest ridership demand among the express bus routes, but it experiences significant delay due to traffic congestion, causing the route to frequently run late. The length of the route combined with congestion also leads to greater overall variance in travel times and a decrease in reliability. Routes 21 and 25 are not as well utilized as Route 29, but face similar challenges. Route 21 experiences significant congestion on segments of the route but still serves a number of riders, particularly accessing employment in Napa County from residences in Solano County. Ridership on Route 25 is the lowest of the express routes, serving a small number of people commuting between Sonoma and Napa Counties. Funding for Route 25 is anticipated to be reduced later in 2017, raising questions about the short-term and long-term viability and objectives of the route. In addition to seeking out improvements to existing routes, this study also examined geographic areas that are not currently served by Vine express bus routes and assessed the potential need for serving those areas.

1


1.3 Project Objectives SECTION TITLE The objectives of this study are:

Header 1 • Identify needed improvements to existing express bus service

Body• Copy... Vitat cusam sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Examine thequas demand forseque expanded express bus service mposanda nus,operational si ullictotasand esciacapital veliaeimprovements arum vendam,which to et untur? et labor rem rem quis re pererion et dolore, • Identify addressIhit theeatquaes above needs namende rrumqua ersperibusda nis minis dolenima venimus aliti denitissi quiaecatus reselect verspercipit ressin • Evaluate these improvements and present thenam results to enable decision cusae makersdita to strategically and implement porendam them doluptas ma pra

Header 2

1.4 Project Process

Figure 1-1: Project Flow Chart

• Bullets The project was completed following the general process shown Header 3 in Figure 1-1. Technical analysis and community input were used to identify the greatest needs and then identify a recommended set of improvements. The project team analyzed the existing conditions of the Vine express bus service to determine needs and potential areas of improvement. This analysis was based on information provided by NVTA. The project team conducted an online survey of Napa County residents and workers to inform the study on ways to improve express bus service and ridership. The survey targeted both existing bus riders as well as potential riders, including questions on existing commute characteristics. The survey was administered using the MetroQuest public engagement platform and open between September 19th and November 8th, 2016. The survey was conducted in both English and Spanish and the results were aggregated after the completion of the survey. A total of 760 survey responses were received. The results of the existing conditions analysis and public survey were used to develop a list of needs for Vine express bus service. After analyzing the needs of the express bus system, a list of possible infrastructure and technology solutions was developed. For major capital improvements, conceptual layouts drawn over aerial imagery were prepared to assess right-of-way needs and develop cost estimates. The project team developed a set of evaluation criteria, which were used to evaluate the developed improvement recommendations.

2


SECTION 2. EXISTING TITLE CONDITIONS Vine Transit operates eight local routes within the City of Napa and five regional routes that extend across County

Header 1 of the regional routes are designated as express routes with connections to Solano County Transit, boundaries. Three

County Transit, Bay Area Rapid Transit theuamenda San Francisco Bayiataectur? Ferry. A map of BodySonoma Copy... Vitat quas cusamCapital sequeCorridor/Amtrak, sus, sedi aut volori nonsequi dolest, tem(BART), facculpand arciliq venient Ovitate Vine Transit routes in the City of Napa is shown in Figure 2-1. A regional map showing all Vine Transit express routes and mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, connections to ersperibusda other regionalnistransit is shown in Figurealiti 2-2.denitissi cusae dita quiaecatus re verspercipit ressin namende rrumqua minisservice dolenima nam venimus porendam doluptas ma pra

Figure 2-1: City of Napa Transit Map


Header 3

3


Figure 2-2: Regional Transit Map SECTION TITLE

Header 1 Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra


Header 3

This study focuses on the three express routes, Route 21, 25, and 29. Additionally, local Routes 10 and 11 are considered for a subset of the analysis due to their overlap with Route 29.

4


2.1 Service TITLE Levels SECTION Vine Transit Routes 21, 25, and 29 operate exclusively Monday through Friday. All three routes operate in both directions allday, albeit with limited mid-day frequency. Table 2-1 summarizes the service levels of each of the three routes.

Header 1

Levels BodyTable Copy...2-1: VitatService quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis reRound pererion dolore, TripetPeak Round Trips Revenue Revenue Round Tripre verspercipit ressin namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus Route Span Scheduled Run per Day Miles per Day Hours per Day Length porendam doluptas ma pra Time Route 21

Header 2 Route 25 • Bullets Route 29

5:33 AM – 7:31 PM

7

299 mi

16.4 hr

50.1 mi

125 min

6:25 AM – 7:08 PM

7

213

10.0

35.6

82 min

4:33 AM – 8:45 PM

15

1,128

39.8

137.6

165 min1

Source: August Header 3 2016 schedule. Revenue miles per day and revenue hours per day represent average for FY15-16

1. Peak scheduled run time shown for Soscal Gateway Transit Center to El Cerrito del Norte BART and back. Four trips per day extend to/from Calistoga

2.2 Ridership

Express bus ridership statistics are summarized in Figure 2-3. This information is useful when evaluating potential route changes, transfer points, and infrastructure improvements. A map summary of ridership by stop is shown for Vine Transit Routes 10, 11, 21, 25, and 29 in Figure 2-4. Further analysis of route ridership is provided in the analysis in Appendix A.

5


Figure 2-3: Systemwide Ridership Statistics SECTION TITLE Route 21

Header 1

Route 25

Route 29

78 Riders 40 Riders 267 Riders per Day per Day Day Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliqper uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor6.7 rem rem quis re pererion et dolore, 4.8 Boardings 4.0 Boardings Boardings namende rrumqua ersperibusdaper nis Revenue minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Hour per Revenue Hour per Revenue Hour porendam doluptas ma pra 0.3 Boardings 0.2 Boardings 0.2 Boardings per Revenue Mile per Revenue Mile per Revenue Mile


Header 3

Boardings per Day

Ridership by Month 500 450 400 350 300 250 200 150 100 50 0

Month (FY 15/16)

Ridership by Hour 60 50

Boardings

40 30 20 10 0

Hour

6


Vine Transit Express Bus Corridor Study Figure 2-4: Ridership by Stop

Petaluma Santa Rosa

Calistoga

St. Helena Deer Park

Sonoma

Angwin Oakville

Rutherford

Yountville

Napa

Vallejo

Legend

Silverado Resort

American Canyon

Daily Activity 0-2

Moskowite Corner

3-5

Green Valley

6-8 9 - 32 33 - 48 49 - 160 Route 21

Fairfield

Route 25 Route 29

Suisun City

Esri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors, and the GIS user community NOT TO SCALE

7

FIGURE 3


2.2.1 Vehicle TITLE Load SECTION Vehicle load quantifies the number of people on board a bus at a given time. It reflects the balance of operational efficiency with customer comfort and safety. The maximum load for each route is indicated in Table 2-2, along with the trip with the Header 1 Detailed analysis of vehicle loads is provided in the existing conditions analysis in Appendix A. maximum load.

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Table nus, 2-2:siMaximum Load mposanda ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Trip with Maximum porendamRoute doluptas ma pra Direction Maximum Load Maximum Load Point Load

Header 2 Route 21 • Bullets Route Header 325 Route 29

Westbound

8.6

6:25 AM

Fairfield Transportation Center

Eastbound

8.9

5:18 PM

Napa Valley College

Westbound

2.7

2:30 PM

Imola PNR

Eastbound

2.6

12:45 PM

Sonoma Plaza

Northbound

21.5

4:15 PM


Southbound

14.1

6:47 AM

American Canyon Post Office

Data from October 2015

2.3 Travel Time and On-Time Performance

On-time performance measures how consistently a bus completes its scheduled route on time. “On-time” is defined as a trip that is completed between zero and five minutes after the scheduled time. “Early” is defined as a trip that is completed prior to its scheduled time. “Late” is defined as a trip that is completed five minutes or later than its scheduled time. Ontime performance is shown for each express route in Table 2-3. Note that for express routes, an early arrival may not be undesirable for the customer, as most of the boardings occur at the initial segments of the route.

Table 2-3: On-Time Performance Route

Direction

On-time Performance

% Late

% Early

Avg Variance (min)

Avg Variance if Late (min)

21

Eastbound

69%

18%

12%

1.0

8.8

21

Westbound

47%

9%

44%

-1.1

8.6

25

Eastbound

54%

6%

40%

-0.1

7.8

25

Westbound

72%

18%

10%

2.0

9.2

29

Northbound

68%

14%

18%

1.3

8.4

29

Southbound

59%

22%

20%

1.9

8.1

Data from August 2015

Although travel times by trip remain relatively consistent for Route 25, Route 21 and Route 29 travel times by trip vary greatly due to traffic conditions along the route. Table 2-4, Table 2-5, and Table 2-6 indicate the actual trip time for Routes 21, 25, and 29, respectively.

8


Table 2-4: Route 21 Trip Times SECTION TITLE Westbound Trip Start Time Header 1

Trip Duration

Eastbound % Early

Trip Start Time

Trip Duration

06:25 60 05:33 42 Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate 73 veliae arum vendam, 06:37 to et untur?43Ihit eatquaes et labor rem rem quis re pererion et dolore, mposanda 07:50 nus, si ullictotas escia namende rrumqua aliti denitissi cusae dita quiaecatus re verspercipit ressin 11:20 ersperibusda 59 nis minis dolenima 10:08 nam venimus59 porendam 13:19 doluptas ma pra 58 12:11 59 15:52 Header 2 17:32 • Bullets

61 68

18:35

N/A

1

Header 3 Data from August 2015

14:37

68

16:08

70

17:18

68

Note: 1. Insufficient data was available for indicated trip. Trip start times do not match current schedules.

Table 2-5: Route 25 Trip Times Westbound

Eastbound % Early

Trip Start Time

Trip Duration

Trip Start Time

Trip Duration

06:25

34

07:10

36

07:15

33

08:00

N/A1

09:41

33

10:30

33

11:56

34

12:45

35

14:30

33

15:15

36

16:15

37

17:07

38

17:40

33

18:35

33

Data from August 2015 Note: 1. Insufficient data was available for indicated trip. Trip start times do not match current schedules.

9


Table 2-6: Route 29 Trip Times SECTION TITLE Northbound

Southbound

Header 1 Trip Start Time

Trip Duration Trip Duration Trip Duration Trip Duration (El Cerrito (Napa Trip Start Time (Calistoga (Napa – El Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Napa) Calistoga) Napa) Cerrito) mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, 05:55 63 49 04:44 46 namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin 59 55 57 05:18 porendam 06:55 doluptas ma pra 78 07:24 73 05:37 57 -

Header 08:212

71

-

06:47

• Bullets 10:41

69

-

07:55

12:16 Header 3

67

-

09:09

61

14:19

72

64

09:14

N/A

48

16:15

75

62

10:44

56

-

17:14

71

58

13:04

63

-

18:07

63

-

14:31

70

-

19:23

56

-

15:40

72

-

16:37

75

-

16:48

66

63

N/A

1

1

19:00 19:50

70 N/A

1

N/A1

54

Data from August 2015 Notes: 1. Insufficient data was available for indicated trip. Trip start times do not match current schedules. Data not available for all northbound trips. Not all trips extend to Calistoga.

As shown in the tables, travel time takes substantially longer during the peak periods than the off-peak periods for Routes 21 and 29. Travel on Route 21 takes approximately 60 percent longer during the peak periods (westbound in the morning and eastbound in the evening). Travel on Route 29 to Calistoga takes approximately 25 percent longer during the peak periods than the off-peak periods. Travel on Route 25 is approximately 14 percent greater during peak periods in the eastbound direction and approximately 11 percent greater during peak periods in the westbound direction.

10


2.4 Park-and-Ride SECTION TITLELocations Vine express buses stop at four park & ride facilities, plus the system hub in Napa. Park & ride locations are shown in Figure 2-5. Yountville Park & Ride is owned and operated by NVTA. Redwood Park & Ride is operated by NVTA and owned by

Header 1 Park & Ride is owned and operated by Caltrans. American Canyon Park & Ride is owned and operated by the Caltrans. Imola

of American Canyon. addition, all express routes pass through the Soscol Transit Center, is owned and BodyCity Copy... Vitat quas cusam In seque sus, sedi aut volori nonsequi dolest, tem facculpGateway arciliq uamenda venientwhich iataectur? Ovitate operated by NVTA. Parking spaces provided at the park-and-rides and transit centers within Napa County are summarized mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, in Table rrumqua 2-7. namende ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Table 2-7: Transit Facility Spaces

Header 2

Number of Spaces Provided

• Bullets Location

Transit served

# of Bus Bays

Standard

ADA

Electric Vehicle

Motorcycle

Compact

Yountville

NVTA Bus Routes: 10, 29, Yountville Trolley

1

6

0

0

0

0

6

0

4

Redwood

NVTA Bus Routes: 6, 7, 8, 10, 11, 29

5

42

4

4

13

28

91

6

6

Soscol

NVTA Bus Routes: 1, 2, 3, 4, 5, 8, 10, 11, 21, 25, 29

6

36

2

4

0

0

42

6

7

Imola

NVTA Route 25

0

72

3

0

0

0

75

0

2

American Canyon

NVTA Bus Routes: 29

1

41

2

2

1

0

46

6

6

Header 3

Total Bicycle Bicycle (Vehicles) (Racks) (Lockers)

On July 20, 2016, Kimley-Horn staff visited each of these facilities to observe their utilization. Utilization information is summarized in Table 2-8.

Table 2-8: Transit Facility Parking Occupancy Location

Number of Vehicle Parking Spaces Occupied

% Occupancy

Standard

ADA

Electric Vehicle

Motorcycle

Compact

Total

Yountville

0

-

-

-

-

0

0%

Redwood

20

1

0

0

7

28

31%

Soscol

22

1

-

-

-

23

55%

Imola

27

0

-

-

-

27

36%

American Canyon

10

0

2

0

-

12

26%

11


Figure 2-5: & Ride Locations Figure 2 -Park Key Map of Express Bus System Needs SECTION TITLE Calistoga

Header 1

Yolo

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra Saint Helena


Header 3 Yountville Yountville

Vacaville

Redwood Sonoma

Imola

Napa

Soscol Gateway Transit Center

Sonoma

Fairfield

American Canyon

American Canyon

Novato

Vallejo

Solano

Marin Martinez

Legend

Contra Costa

San Rafael Richmond

Route 21

Albany

Route 25 Route 29 Park & Ride Location

12



2.5 ServiceTITLE Standards & Performance Measures SECTION 2.5.1 Performance Measures

Header 1 set various performance benchmarks to help determine where service changes should be made. Table Transit agencies

shows current for volori Vine express buses in comparison typical minimum serviceiataectur? standardsOvitate for Body2-9 Copy... Vitat quasperformance cusam sequemeasures sus, sedi aut nonsequi dolest, tem facculptoarciliq uamenda venient express buses used by other transit agencies. The data shows that on-time performance, passengers per revenue hour, mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, and passengers per revenue nis mileminis are well belownam typical express bus performance standards and established Vineressin Transit namende rrumqua ersperibusda dolenima venimus aliti denitissi cusae dita quiaecatus re verspercipit performance standards. The level of service provided (characterized by frequency of service and span), however, meet Vine porendam doluptas ma pra Transit performance standards for each express bus route.

Header Table 2-9:2Performance Measures • Bullets

Header 3

Metric

Passengers/Revenue Hour

Passengers/Revenue Mile

On-Time Performance %

Route

Vine Transit Performance

21

4.8

25

4.0

29

6.7

21

0.3

25

0.2

29

0.2

21

62%

25

64%

29 21 Frequency of Service

Service Span

25

Vine Transit Performance Standard

Typical Express Bus Service Standards

16 Passengers/Revenue Hour for Regional Fixed Routes1

12-15 Passengers/Revenue Hour2

N/A

1-2 Passengers/Revenue Mile3

90%

85-90%4

Minimum of once every 2 hours for Regional Fixed Routes during peaks

3-4 trips per peak period5

6 AM – 7 PM (Monday to Friday)

Tailor peak trips to demand patterns6

66% 80 min (AM); 70 min (PM) 70 min (AM) 90 min (PM)

29

30-60 minutes

21

5:33 AM – 7:31 PM

25

6:25 AM – 7:08 PM

29

4:33 AM – 8:45 PM

Notes: Sources for service standards: 1. The 16 passenger/hour goal is identified in Tables 5-1, 5-2, and 5-3 of the SRTP. However, Table 5-7 indicates a passenger activity standard of 7 passengers per hour for regional (urban) and 5 passengers per hour for regional (rural) service. 2. Santa Clara VTA, Minnesota DOT, Kansas City Area Transportation Authority, Denton County Transportation Authority 3. Minnesota DOT, Sarasota County Transit, Santa Monica Big Blue Bus 4. Minnesota DOT, Santa Monica Big Blue Bus, Sound Transit, Washington County Transit 5. Kansas City Area Transportation Authority, Rhode Island Public Transit Authority, Sarasota County Transit, Massachusetts Bay Transportation Authority 6. Numerous agencies exclude their commuter/express routes from their performance standards for service span, since these routes typically operate on irregular schedules. Sources include Kansas City Area Transportation Authority, Rhode Island Public Transit Authority, Santa Monica Big Blue Bus, and Valley Metro (AZ)

13


Table 2-10 compares existing travel times between autos and transit for major commuting origin-destination pairs observed SECTION TITLE in the online survey performed for this project. The origin-destination travel time pairs that remain relatively consistent

between autos and transit are Napa to American Canyon (transit is four minutes slower on average across all peak time periods), American Canyon to Napa (transit is nine minutes slower on average), Napa to Vallejo (transit is six minutes slower on average), and Napa to Fairfield (transit is ten minutes slower on average). The origin-destination pairs with the greatest Bodyaverage Copy... travel Vitat quas seque sus, sedi aut volori nonsequi dolest, tem arciliqisuamenda venient iataectur? Ovitate timecusam difference between autos and transit are El Cerrito to facculp Napa (transit 22 minutes slower on average), mposanda nus, si ullictotas escia veliae arumslower vendam, to et untur? Ihit eatquaes labor rem quis reslower pererion et dolore,and Napa to Calistoga (transit is 21 minutes on average), Calistoga to Napaet(transit is 21rem minutes on average), namende rrumqua ersperibusda minis dolenima venimus alitilarge denitissi cusae dita quiaecatus re verspercipit ressin Fairfield to Napa (transit is 20nis minutes slower onnam average). These variations in travel times are most likely due to the porendam ma pra deviating from the major travel route, with secondary effects associated with dwell time at stops and transitdoluptas route alignment vehicle acceleration or speed profiles. Trip pairs along Route 29 appear have the highest difference in travel time between autos and transit.

Header 1

Header 2

• Bullets Table 2-10: Travel Time Comparison between Auto Trips and Transit (Express Bus) Trips

Header 3

Trip Origin

Travel Time Trip Destination

AM

Mid-Day

PM

Auto

Transit

Auto

Transit

Auto

Transit

American Canyon

0:14

0:18

0:18

0:25

0:24

0:25

American Canyon

Napa

0:29

0:33

0:16

0:27

0:16

0:28

Napa

Vallejo

0:24

0:32

0:27

0:35

0:35

0:39

Vallejo

Napa

0:26

0:49

0:26

0:42

0:28

0:44

Napa

Fairfield

0:22

0:31

0:26

0:39

0:42

0:52

Fairfield

Napa

0:28

0:50

0:25

0:47

0:25

0:43

Napa

Calistoga

0:35

0:57

0:41

*

0:41

1:02

Calistoga

Napa

0:40

0:55

0:40

*

0:43

1:10

Napa

El Cerrito del Norte

0:45

1:03

0:44

0:56

0:54

1:15

El Cerrito del Norte

Napa

0:50

1:18

0:42

1:07

0:58

1:11

Napa

Notes: *No mid-day transit trip available Data given in hours:minutes format Vehicle travel times estimated using Google Maps travel time information Transit travel times estimated using FY ‘15-’16 on-time performance data AM Peak: 7-8 AM; Mid-Day Peak: 12-1PM; PM Peak: 5-6PM

14


Vine Transit Express Bus Corridor Study Figure 2-6: Transit Travel Times from Napa

Woodland

Healdsburg Calistoga Davis

Windsor

West Sacramento

Sacramento

St. Helena

Dixon

Santa Rosa

Laguna Yountville Vacaville

Rohnert Park Napa Fairfield

Petaluma

Galt

Suisun City

American Canyon Lodi

Vallejo

Novato

Bay Point

LEGEND Travel Time Starting Point (Soscol Gateway Transit Center) Transit Travel Times:

Martinez

Pinole

San Anselmo San Rafael Larkspur

Richmond El Cerrito

Mill Valley

Albany Berkeley

30 Minutes

Orinda

Piedmont Oakland

Non-NVTA Transit San Francisco

Alameda

15

Brentwood

Alamo Lathrop

Danville Blackhawk-Camino Tassajara San Ramon

San Leandro Daly City

Clayton

Stockton

Walnut Creek Lafayette

Moraga

60 Minutes 90 Minutes

Antioch Oakley

Concord Pleasant Hill

San Pablo

Pittsburg

Dublin

Tracy

Manteca

Ripon NOT TO SCALE

Salida

Livermore Esri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors, and the GIS user community

FIGURE 15 Transit Travel Times from Soscol Gateway Transit Center


Vine Transit Express Bus Corridor Study Figure 2-7: Transit Travel Times from Calistoga

Woodland

Healdsburg

Davis

Windsor

West Sacramento

Sacramento

Dixon

Santa Rosa

Laguna

Vacaville


Petaluma

Galt

Suisun City

Lodi

Vallejo Novato

Bay Point

LEGEND Travel Time Starting Point (Calistoga)

Martinez

Pinole


Richmond El Cerrito

Mill Valley

Albany Berkeley

Transit Travel Times:

Orinda

30 Minutes Piedmont Oakland

90 Minutes Non-NVTA Transit

San Francisco

Alameda

16

Brentwood

Alamo Lathrop



Clayton

Stockton


Moraga

60 Minutes

Antioch Oakley


San Pablo

Pittsburg

Dublin

Tracy

Manteca

Ripon NOT TO SCALE

Salida


FIGURE 16 Transit Travel Times from Calistoga


Vine Transit Express Bus Corridor Study Figure 2-8: Transit Travel Times from American Canyon

Woodland

Healdsburg West Sacramento

Davis

Windsor

Sacramento

Dixon

Santa Rosa

Laguna

Vacaville


Petaluma

Galt

Suisun City

Lodi

Vallejo Novato

Bay Point

LEGEND Travel Time Starting Point (American Canyon)

Martinez

Pinole


Richmond El Cerrito

Mill Valley

Albany Berkeley


Orinda



San Francisco

Alameda

17

Brentwood

Alamo Lathrop



Clayton

Stockton


Moraga

60 Minutes

Antioch Oakley


San Pablo

Pittsburg

Dublin

Tracy

Manteca

Ripon NOT TO SCALE

Salida


FIGURE 17 Transit Travel Times from American Canyon


2.6 ExistingTITLE Travel Demand SECTION 2.6.1 Demographics

Header Napa County 1 has a population of 139,253 (ACS). The most densely populated area in the county is the City of Napa. A

density map ofseque the region including Napanonsequi County, Sonoma County, Marin County, Solano County, and Contra Bodypopulation Copy... Vitat quas cusam sus, sedi aut volori dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Costa County is shown in Figure 2-9. The labor force in Napa County consists of 77,400 persons. mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda dolenima nam Napa venimus aliti denitissi dita quiaecatus verspercipit An employment density mapnis of minis the region including County, Sonoma cusae County, Marin County,reSolano County,ressin and porendam doluptas ma pra Contra Costa County is shown in Figure 2-10. Napa had a2 jobs-to-housing ratio of 1.056 in 2011 (ABAG); however, the nature of the population and employment is Header

misaligned. 50.5 percent of all Napa County workers reside outside the county, and 47.2 percent of Napa County residents • Bullets work outside of the county (LEHD employment statistics). This results in large demand for commutes both into and out of the county. Header 3 This is caused by a disparity between housing costs and income in Napa County. While the median annual income of the county workforce is $38,168, the median income of county residents is $70,925 (US Census). Residents of Napa County have to earn $95,000 per year to afford a median-priced home (Countywide Transportation Plan, 2015). This disparity results in a greater number of vehicle miles traveled in Napa County and increased roadway congestion. A travel behavior study conducted by NVTA in 2014 found that of all vehicle trips in Napa County, 45 percent were trips that originated, terminated, or merely passed through the county. Of these external trips, 25 percent are workers commuting into Napa County, and 16 percent are Napa County residents commuting out of the county. Approximately half of Napa County residents work within Napa County, with the rest working in the surrounding Bay Area or further afield. Other counties that employ a significant number of Napa residents includes Sonoma County (7.8 percent of Napa County residents), Solano County (7.6 percent), Contra Costa County (5.1 percent), San Francisco County (4.1 percent), Alameda County (4.0 percent), and Marin County (3.5 percent) (LODES). Figure 2-11 shows where Napa County residents are employed in the region. Figure 2-12 shows where Napa County workers live in the region. Approximately 20,000 work trips per day come from outside the county. Napa County has a minority population of 45 percent (ACS). The racial breakdown is 55 percent White (Non-Hispanic), 2 percent African American, 7 percent Asian, 33 percent Hispanic, and 3 percent other. Figure 2-13 shows the distribution of minority populations in Napa County. Approximately 9 percent of households in Napa County are living below the poverty line (ACS). Figure 2-14 shows the concentration of households living below the poverty line in Napa County. The ACS indicated that approximately 5 percent of households in Napa County do not have a vehicle. A significant portion of these housing units are concentrated in Napa with a smaller percentage located in cities north of Napa along SR-29. Figure 2-15 shows the areas in Napa County with the highest total of zero auto ownership.

18


Figure 8 - Population Density Figure 2-9: Population Density

Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin

Middletown Woodland Healdsburg

Yolo Calistoga Angwin

El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento

Santa Rosa Yountville

Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma

Rio Vista Suisun City

Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE

LEGEND NVTA Bus Route 21

Oakley

Oakland

San Joaquin

Brentwood

Contra Costa Danville

NVTA Bus Route 25 NVTA Bus Route 29

Low 0

Population Density

San Francisco

Med

High

7,500

67,700

(Population Per Square Mile)

Alameda

San Mateo

Stanislaus NOT TO SCALE

Source: 2014 American Community Survey Data 19



Figure 9 - Employment Density

Figure 2-10: Employment Density

Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE


Oakley

Oakland

San Joaquin

Brentwood



Low 0

Employment Density Med

San Francisco High

930 12,700 (Employment Per Square Mile)

Alameda

San Mateo


Source: 2014 LO DES Employment Data 20



Figure 10 - Workplaces of Napa NapaCounty CountyResidents Residents Figure 2-11: Workplaces of Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE

LEGEND LEGEND NVTA NVTA Bus Bus Route Route 21 21

Oakley

Oakland

San Joaquin

Brentwood


NVTA NVTA Bus Bus Route Route 25 25

Low Low

NVTA NVTA Bus Bus Route Route 29 29 Number of Workers Who Are Vehicle Density NapaOwnership County Residents Med Med

San Francisco

High High

Alameda

San Mateo


Source: 2014 LODES Employment Data 21



Figure - Residences ofNapa NapaCounty CountyWorkers Workers Figure 11 2-12: Residences of Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE

LEGEND LEGEND NVTA NVTA Bus Bus Route Route 21 21

Oakley

Oakland

San Joaquin

Brentwood



Low Low

NVTA NVTA Bus Bus Route Route 29 29 Number of Residents Who Vehicle Ownership Density Work in Napa County Med Med

San Francisco

High High

Alameda

San Mateo


Source: 2014 LODES Employment Data 22



Figure 12 - Distribution of Minority Populations Figure 2-13: Minority Population Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



Napa

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

NOT TO SCALE

El Dorado

Sacramento

Angwin

Windsor

Sonoma

Orangevale

Martinez Richmond

Albany Berkeley

LEGEND NVTA Bus Route 21 LEGEND NVTA NVTA Bus Bus Route Route 21 25

Oakley

Oakland

San Joaquin

Brentwood



Low Low

NVTA % BusMinority Route 29 Med

High

Vehicle Ownership Density

0%

Med

High

50%

100%

San Francisco Alameda

San Mateo


Source: 2014 American Community Survey 23



Figure 13 - Households Belowthe thePoverty Poverty Line Figure 2-14: Households Below Line Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE


Oakley

Oakland

San Joaquin

Brentwood



% Households Below Poverty Line Low

0%

Med

22%

San Francisco

High 58%

Alameda

San Mateo





Figure 14 - Zero-Auto Vehicle Ownership Figure 2-15: Auto Ownership

Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE


Oakley

Oakland

San Joaquin

Brentwood



% Housing Units with No Vehicle Low

0%

Med

High

18%

100%

San Francisco Alameda

San Mateo





2.6.2 MetroQuest Survey Data SECTION TITLE Origin Destination Pairs

Header 1 as part of this study’s public survey was used to examine origin-destination pairs based on trip purpose. The data collected

were aggregated census tract level for tem mapping andarciliq analysis purposes. BodyOrigin-destination Copy... Vitat quas pairs cusam seque sus, sedi at autthe volori nonsequi dolest, facculp uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Home-to-work trips were the most frequent of the trip types identified. Of all home-to-work origin-destination pairs namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin indicated in the survey, 65 percent were intra-county pairs in Napa County. The next 3 highest origin-destination pairs were porendam doluptas ma pra Solano County to Napa County (14 percent), Sonoma County to Napa County (6 percent), and Napa County to Alameda County (3 percent). Refer to Figure 2-16 for full results.

Header 2

Considering home-to-work origin-destination pairs that originate in the City of Napa, the most common city pairs include • Bullets intra-city City of Napa pairs (69 percent), City of Napa to St. Helena (13 percent), and City of Napa to San Francisco (10 percent).3 When considering home-to-work origin-destination pairs that terminate in the City of Napa, the most common Header city pairs are intra-city City of Napa pairs (59 percent), American Canyon to City of Napa (8 percent), Fairfield to City of Napa (7 percent), and Vallejo to City of Napa (6 percent). A trip density map of home-to-work trips is shown in Figure 2-17.

26


Figure 17 - Origin/Destination Home-BasedWork Work Trips by County Figure 2-16: Origin/Destination --Home-Based Trips by County

Lake Yolo

1%

Napa Sonoma

1%

65%

1%

14%

6%

1%

Solano

Calaveras

Marin

2%

1%

1% 2%

1% 1%

3%

Contra Costa San Francisco Alameda NOT TO SCALE

San Mateo

Note: Origin-Destination representing lessPublic than 1% of respondents are not shown Source: 2010 Vine Transitpairs Express Bus Study Survey

27



Figure 11 - Origin/Destination - Home-Based Work Trip Density Figure 2-17: Origin/Destination - Home-Based Work Trip Density

Nevada

Yuba Colusa Clearlake !

Mendocino

Sutter

Lake

Placer

!

Lower Lake !

!

Rocklin

Middletown

El Dorado

!

!

Yolo Calistoga Healdsburg

Orangevale

Woodland

!

!

Angwin

!

!

Windsor

!

Davis

Deer Park

!

Sonoma

! !

!

Napa

Saint Helena

! !

!

!

!

Sacramento

! !

Napa

! !

!

!

Santa Rosa

!

! !

Yountville

! !

Sebastopol

Vacaville

!

!

!

! !

! !

!

! !

!

Cotati

! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !

! !

! !

!

Penngrove

!

!

!

!

!

!

!

!

!

! !

!

! !

!

Napa

! ! !

Sonoma

!

Fairfield

!

American Canyon !

!

! !

!

Calaveras

!

Suisun City

! !

Vallejo

Novato

! !

!

Richmond

Oakley

!

!

Berkeley Greenbrae

!

!

!

! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !

!

Solano

Rio Vista

! !

Marin

! !

! !

!

! !

!

Petaluma

Amador

!

! !

!

Concord

!

Martinez

Brentwood

!

!

San Joaquin

!

! ! !

! !

Contra Costa

!! ! !

Albany

! !

!!

!

! ! ! ! ! !! ! ! ! !

San Francisco !

!

!

Home-Based Work Trip Origin-Destination Density

Danville

! ! !! ! !

Oakland

LOW

!

MEDIUM

HIGH

!

Stanislaus

Alameda

San Mateo !

!

!

NOT TO SCALE

1

2

3

4-5

6-7

Source: 2010 Vine Transit Express Bus Study Public Survey 28



Commute Characteristics SECTION TITLE Survey respondents were asked about their transit usage and frequency of use. Key information found from these questions is summarized in Figure 2-18. Header 1

Commute Characteristics from nonsequi Public Survey BodyFigure Copy... 2-18: Vitat quas cusam seque sus, sedi aut volori dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, MODE OF ACCESS MODE OF EGRESS MODE CHOICE namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra ALL RESPONDENTS

Header 2

ALL RESPONDENTS

MODE CHOICE TO WORK

BART (1%)

• Bullets

BIKE/SCOOTER(9%)

Header 3 WALK (59%)

BICYCLE (3%) WALK (2%)

WALK (71%)

CARPOOL (1%)

TRANSIT (9%)

DRIVE ALONE (17%) DROP-OFF (10%)

SHUTTLE (1%) OTHER TRANSIT (1%)

DRIVE ALONE (79%)

OTHER (>1%) CARPOOL (6%)

OTHER TRANSIT (1%) FERRY (1%) DROP-OFF (3%)

BART (12%) BIKE/SCOOTER (7%) CARPOOL (1%)

FERRY (1%)

EXPRESS BUS USERS ONLY

WALK (43%)

EXPRESS BUS USERS ONLY

SHUTTLE (2%) WALK (58%) DROP-OFF (14%)

BIKE/ SCOOTER(9%)

MODE CHOICE TO SCHOOL

DRIVE ALONE (30%)

DRIVE ALONE (47%)

BART (27%)

OTHER TRANSIT (1%) FERRY (2%)

BIKE/ SCOOTER(9%)

BICYCLE (4%) WALK (3%) TRANSIT (11%)

AFTERNOON COMMUTE

SOSCOL GATEWAY TRANSIT CENTER

12%

REDWOOD (NAPA)

7%

VALLEJO

6AM-7AM 21%

BEFORE 6AM (9%) AFTER 10AM (5%) 9AM-10AM (5%)

7AM-8AM 40%

8AM-9AM 20%

OTHER (1%)

PARK AND RIDE USE (ONCE A MONTH OR MORE)

COMMUTE START TIMES MORNING COMMUTE

CARPOOL (33%)

4PM-5PM 21%

5PM-6PM 48%

AMERICAN CANYON

3PM-4PM (8%) BEFORE 3PM (4%) AFTER 7PM (6%)

29

IMOLA (NAPA)

6PM-7PM (21%)

5%

4%

OTHER

3%

YOUNTVILLE

3%

14%


SECTION 3. IDENTIFIED TITLE NEEDS Header 1 3.1 Needs Identified by Online Survey Respondents

BodyThe Copy... online Vitat survey quasasked cusamnon-transit seque sus,riders sedi aut to indicate volori nonsequi why theydolest, were not temusing facculp express arciliqbus uamenda servicevenient (if they iataectur? were not already Ovitate mposanda using it) nus, andsitransit ullictotas riders escia to veliae identify arum priorities vendam, for improving to et untur? transit Ihit eatquaes service. Key et labor points rem from remthe quis survey re pererion are summarized et dolore,in namende Figurerrumqua 3-1. ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra Almost 30 percent of non-transit riders indicated that they did not know about express bus service. This may indicate the need for additional advertising/promotion for the express bus service. A similar number indicated that they needed their car during the day. Enhancing the local transit network may allow for some workers to complete mid-day trips without the need • Bullets for an automobile. These two areas are outside the scope of this study. The third highest ranking category is that the service does not go near their destination. As noted above, while there are a lot of employment locations of survey respondents Header outside of3the survey area, there was no major destination not currently served by express buses. Almost 20 percent of respondents indicated that the service takes too long. Improvements targeting this group of respondents may help drive ridership gains.

Header 2

Table 3-1 summarizes the responses received related to improvement priorities. Since respondents could rank priorities, responses were weighted so that priorities ranked higher received more weight. The improvement priority most identified by non-transit riders was improved frequency and coordinated transfers, closely followed by shorter trip times. A bigger service area was ranked third by non-transit riders. The focus on enhancing the existing service as opposed to expanding to new destinations is consistent with the trip patterns of survey respondents. Improving route frequency and transfer coordination was identified as the top priority for riders on Routes 10, 11, and 29. Riders on Route 21 placed the highest priority on improved reliability, although shorter trip time and improved frequency and transfer coordination were very close behind. Route 25 riders placed the highest priority on shorter trip time, although improved frequency and transfer coordination were very close behind. Enhanced amenities ranked sixth on the priority list and were ranked by 40 percent of respondents. Of note is that it did rank fourth for Route 25 users, while ranking sixth or lower for users of the other routes. Field observations identified opportunities to enhance existing stop facilities, particularly on Route 25. The stops at Devlin Road and Corporate Drive (Route 21), Gasser Drive (Route 25), and Imola Park & Ride (Route 25) did not have one or all of shelters, benches, pedestrian waiting areas, or sidewalk access. Additionally, these stops and others on Routes 21 and 25 did not have bus arrival information like many of the stops on Route 29. Improvements to these stops may reduce perceived waiting time and encourage additional ridership.

Table 3-1: Survey Improvement Priorities Rank

Improvement

Score

% Ranked

1

Frequency and Transfers

1,082

74%

2

Shorter Trip Time

1,005

69%

3

Bigger Service Area

804

59%

4

Improve Reliability

650

55%

5

Lower Fares

465

41%

6

Enhance Amenities

405

40%

7

More Park & Rides

362

32%

8

Greater Safety

275

27%

30


Figure 3-1: Summary of Public Survey Responses

VINE TRANSIT EXPRESS BUS CORRIDOR STUDY Online Survey Findings

TOP FIVE

1. FREQUENCY AND RANKED TRANSFERS BY 1,082 74% SCORE OF RESPONDENTS

TRANSIT IMPROVEMENT PRIORITIES TIME RANKED BY SURVEY RESPONDENTS 2. SHORTER TRIP RANKED BY Respondents ranked 5 categories from a list of 8. Scoring based on rank. 1,005 69% 1st = 5 pts 2nd = 4 pts 3rd = 3 pts 4th = 2 pts 5th = 1 pt SCORE OF RESPONDENTS

3. BIGGER SERVICE AREA RANKED BY 804 59% SCORE OF RESPONDENTS

8%

11%

13%

1 day per week

About once a month

2-4 days per week

5-7 days per week

65% Very rarely or never

USED AT LEAST ONCE A MONTH

Survey respondents selected all transit routes they use at least once a month. Percentage shown represents the percent of respondents that use the route. Respondents that indicated they did not use transit once a month were excluded.

48% 40% 31% EXPRESS BUS IN NAPA COUNTY 4. IMPROVE RELIABILITY 5. LOWER FARES 21% RANKED BY RANKED BY 17% Note: Percentages do 650 465 41% not total 100% SCORE OF55% SCORE RESPONDENTS OF RESPONDENTS 7% LOCAL BUS ROUTES IN NAPA COUNTY BART

FERRY SERVICE

OTHER TRANSIT OUTSIDE NAPA COUNTY LOCAL SHUTTLES IN NAPA COUNTY

How often do you use transit? Why don’t you use express bus service? 3%

MOST COMMON TRANSIT ROUTES

Survey respondents could select multiple options. Percentage reflects the percent of total respondents that checked the given option. Percentages do not total 100%.

28% 26% 21% 20% 20% It takes My commute 15% 12% 11% 9% Too far too long is short I do use Other reason My work hours

I did not know I need my car go near about express during the day Doesn’t my destination buses

from home

Where Do Napa Residents Work?

The diagram below depicts the most common cities that Napa residents travel to for work outside of Napa. Percentages based on survey data. Napa residents who work in Napa are not included in calculation.

Calistoga Yountville

8%

10% San Francisco

6%

43%

Napa 3%

8%

Saint Helena Note: 17 other cities make up the remaining 21%

31

Who works in Napa?

The diagram below depicts the most common cities that non-Napa residents travel from to work in Napa. Percentages based on survey data. Napa residents who work in Napa are not included in calculation. Saint Helena

Santa Rosa

Note: 24 other cities make up 5% the remaining 26% Sonoma

6% 7%

6%

Napa 19%

Berkeley

Oakland

3%

do not allow it Too expensive

express bus

American Canyon

Vacaville

6%

17%

Fairfield

14%

Vallejo


3.2 On-TimeTITLE Performance and Service Reliability SECTION 3.2.1 Route 21

Header Route 21 was1late a limited amount of time (9 percent westbound and 18 percent eastbound). However, westbound service

often quite early (44 percent of the and the service dolest, was latetem in leaving bothuamenda directionsvenient (31 percent of theOvitate time Bodywas Copy... Vitat quas cusam seque sus, seditime) aut volori nonsequi facculp in arciliq iataectur? when leaving the Soscol Gateway Transit Center and 24 percent of the time when leaving the Suisun Train Depot). mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

3.2.2 Route 25

Route 25 also was late only a limited amount of time (18 percent westbound and 6 percent eastbound). It also was

Header 2 particularly in the eastbound direction (40 percent of the time). Similar to Route 21, it has challenges in frequently early,

leaving the Soscol Gateway Transit Center on-time, with 25 percent of departures greater than 5 minutes late. Route 25 • Bullets left the Sonoma Plaza relatively on-time (5 percent lane, 7 percent early), but then arrived early for much of the rest of the route (403 percent or greater early at all other stops). While an early arrival in some cases is good, for boardings at stops Header where the bus departs early, the passenger may miss the bus. With very low frequency on Route 25, that could significantly impact the passenger’s trip.

3.2.3 Route 29 Unlike Route 21 and Route 25 where the on-time performance issues appear to be primarily associated with early arrivals and scheduling, Route 29 is clearly impacted by traffic congestion along its route. Late arrivals are 22 percent in the southbound direction and 14 percent in the northbound direction. Early arrivals are similar in both directions (20 percent and 18 percent, respectively). The route frequently does not begin its trip on-time, with late departure from Calistoga 30 percent of the time, Soscol Gateway Transit Center 34 percent of the time, and El Cerrito del Norte BART station 22 percent of the time. Schedule deviation is most significant between Redwood Park & Ride and Vallejo Ferry Terminal, where in the southbound direction average variance increases from 0.9 minutes to 4.3 minutes (and late percentage increases from 21 percent to 43 percent). Splitting Route 29 at the Soscol Gateway Transit Center may improve on-time performance of the route south of Napa. Maintaining timed-transfers at the Transit Center would be critical to preserving north-south connectivity. Maintaining frequent service to the Redwood Park & Ride would likely be beneficial for a partitioned route. The online survey and Census data indicates strong relationship between Napa and the SR-29 corridor to the north, notably the St. Helena area. The survey indicated that 57 percent of Napa residents that work outside of Napa work in St. Helena, Calistoga, or Yountville. Therefore, increasing service on the northern portion of Route 29 along with this splitting of the route may benefit ridership.

3.2.4 Additional Field Observations Additional field observations of Route 21 showed potential opportunities to improve on-time performance and operations. The intersection of Devlin Road & Soscol Ferry Road currently has no stop control and presents a difficult left-turn for a bus to make. Signalization or other improvements at this location may reduce variability. In the westbound direction, a bus waited a lengthy amount of time for another bus to pass before making a left-turn onto Burnell Street from 7th St Street. This may show that Burnell Street is too narrow to comfortably accommodate two buses traveling in opposite directions. Additional field observations of Route 29 showed potential opportunities to improve on-time performance and operations. In the northbound direction, there is a long delay while making a left-turn at two intersections: American Canyon Road & SR-29 and Donaldson Way & SR-29. Left-turns at these intersections are necessary due to the stop at the American Canyon Post Office.

32


Alternative alignments for Route 29 between Socol Gateway Transit Center and Redwood Park & Ride and between Vallejo SECTION TITLE Ferry terminal and Interstate 80 may reduce travel times and travel time variability. Route 29 currently uses Trancas Street

when traveling between Redwood Park & Ride and Soscol Gateway Transit Center. Google Maps shows 3rd Street to be the optimal path at all times of day rather than Trancas Street. Route 29 between the Vallejo Ferry Terminal and Interstate 80 uses Curtola Parkway. Google Maps shows Sonoma Boulevard as the optimal path at all times of day rather than Curtola BodyParkway. Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra Poor on-time performance in most cases can be attributed to heavy traffic conditions. For Route 21 and Route 25, delay occurs along SR-12 during the AM and PM commute period. For Route 29, delay occurs consistently throughout the day on SR-29 and Interstate 80. Google Maps was used to map traffic congestion for each route by time of day. While detailed • Bullets traffic analysis would be required to identify specific choke points, Google Maps allows for a simple identification of congested areas. Figure 3-2 shows the route segments that were observed to experience high traffic delay during the AM, Header Mid-Day,3 or PM Peak periods.

Header 1

3.2.5 Heavily Congested Segments

Header 2

3.2.6 SR-29 Improvement Plan To address the noted congested issues on SR-29, NVTA completed the State Route 29 Gateway Corridor Improvement Plan in October 2014. That plan includes improvements such as lane modifications, bicycle facilities, intersection improvements, and interchange improvements. Figure 3-3 shows a summary of the proposed improvements from the State Route 29 Gateway Corridor Improvement Plan. Further concept and design development is currently underway that may change the specific improvements recommended. Of note is that major infrastructure enhancements are in the planning stages that could significantly reduce traffic delays for buses on SR-29. However, these improvements will not be implemented in the near term as design and environmental work has not yet been completed and funding secured.

33


Figure Areas of Significant Congestion Figure 33-2: - Areas of Significant TrafficTraffic Congestion SECTION TITLE Calistoga

Calistoga @ Lincoln Bridge

Header 1 ( !

Yolo

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Napa mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Hwy 29 between Madrona Ave and namende rrumqua ersperibusda nis minis dolenima Pope St (Route 29 Southboundnam Mid-Day) venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin St Helena ! ( Post Office porendam doluptas ma pra Hwy 29 between Grayson Ave and Saint Helena

Mitchell Dr (Route 29 Northbound Mid-Day)

Header 2

Hwy 29 between Vintage Ave and Mitchell Dr (Route 29 Northbound PM) Hwy 29 between Zinfandel Ln and Walnut Ave (Route 29 Southbound PM)

• Bullets

Header 3 Yountville California Dr

! & Solano Ave (

Yountville

Vacaville Hwy 29 between Salvador Ave and Trower Ave (Route 29 Southbound Mid-Day)

( !

Redwood Park & Ride

Sonoma Sonoma Plaza

Soscol Gateway

Napa

( !

Imola Park and Ride

( !

Sonoma

!Transit Center ( Gasser Dr & Ct ( Hartle ! Valley ( Napa ! College

Hwy 12 between Beck Ave and Pennsylvania Ave (Route 21 Eastbound PM)

Fairfield

Fairfield Transit Center

Corporate Dr

( !

( !

Hwy 12 between Napa Rd and Old Sonoma Rd (Route 25 Eastbound PM) Hwy 12 at Stanley Ln (Route 25 Westbound AM)

( !


( ! Hwy 12/29 Junction American Canyon

Hwy 29 between Donaldson Way and Hwy 221 (Route 29 Northbound AM) American Canyon Post Office

Hwy 12 between I-680 and Red Top Rd (Route 21 Westbound AM)

( !

Hwy 12 between Spurs Trail and Red Top Rd (Route 21 Eastbound PM) Hwy 29 between Hwy 12 and Hwy 37 (Route 29 Southbound PM)

Novato

Solano

Vallejo

( !


Legend

I-80 between Willow Ave and Cutting Blvd (Route 29 Southbound AM)

Marin

Vine Transit Route 21 Vine Transit Route 25

Martinez

Greenbrae

Contra Costa Richmond

( ! I-80 between Cutting Blvd and San Pablo Ave (Route 29 Northbound PM)

El Cerrito Del Norte BART

Albany

Vine Transit Route 29

( !

High Ridership Stops (40 or More Daily Boardings/Alightings)

( !

Medium Ridership Stops (Between 8-40 Daily Boardings/Alightings)

( !

Low Ridership Stops (8 or Fewer Daily Boardings/Alightings) Segments Prone to Traffic Congestion

Vine Express Bus Corridor Study 34

DRAFT EXPRESS BUS C O R R I D O R S T U DY Figure 4 - SR-29 Improvements from Gateway Corridor Improvement Plan

Figure 3-3: SR-29 Improvements from Gateway Corridor Improvement Plan SECTION TITLE

Header 1

Figure 4-2: Summary of Proposed Improvements

Summary of Proposed Improvements

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra OW TR

ER

AVE

1121 12 211

NC ANC TRAN

ASS ST A

OLLN CO L NC LI

Header 2

No significant roadway improvements proposed (4 lane freeway with median).

S6

1ST S ST ST

I10

29 29 IMO A

• Bullets

Header 3

VE VE AV A

City of Napa

AVE

122 121

Unincorporated Napa County 12 1211

No significant roadway improvements proposed (4 lane rural highway with median).

S5

S4-b

Parkway Concept - 6 lanes with median and shared use paths.

S4-a

1 12 County Airport

S3

American Canyon

a

29 29

Solano County

OU ND

S DR

377

Two alternatives proposed: a partial and a fully grade-separated interchange. Fully grade separated is recommended.

I8

Two alternatives proposed: a “tight diamond” interchange and a Single-Point Urban Interchange. Tight diamond is recommended.

I7

Bicycle network transition zone: access via future Vine Trail alignment.

I6

No improvements proposed beyond lane widening.

I5

No improvements proposed beyond lane widening and potential signal synchronization.

I4

No improvements proposed beyond lane widening and potential signal synchronization. Additional improvements may be needed if Boulevard option is chosen.

I3


I2


I1


Vallejo 80

VD BLVD

S1

377

A N MA SONO

No significant roadway improvements proposed (4 lanes with median north of Valle Vista Avenue).

I9

AMERIC A N CANYO N RD

Napa County GR FAIR

S2

N a p

R i v e r

OPTION 1 (RECOMMENDED): Parkway Concept - 4 lanes with medians and shared use paths. OPTION 2: SB Parkway/NB Boulevard Concept - 4 lanes, northbound-only frontage road with Class II bicycle lane, and southbound-only Class I shared use path.

2299

ELL DR NEW

Rural Highway Concept 6 lanes with median.

OPTION 1: Boulevard Concept - 4 lanes with median plus frontage roads with Class II bicycle lanes. OPTION 2 (RECOMMENDED): Modified Boulevard Concept - 6 lanes with median and Class I shared use paths.

22221

Proposed channelization of northbound through movement and free right from SR 121/SR 12

TENNESSEE TE TTEN EN NNESSSEEE EE STT

Mare Island

Vaallllllee o Va Valle Fer y Ferr Term rmin minall

E AV NO LA SO RTO LA PKW Y

GEO G OR IA ST ST EEO

CU

29 29

NE ZIIN GA MA ST

0

2

5

MILES

STATE ROUTE 29 GATEWAY CORRIDOR IMPROVEMENT PLAN

4-3

Source: State Route 29 Gateway Corridor Improvement Plan (October 2014)



3.3 Travel Speeds SECTION TITLE

3.3.1 Comparison against Auto Travel

Header 1 priority at congestion points, it is expected that express bus travel times and average speeds would be Without any special

than that of private autos due dwell route deviations tofacculp serve stops of the main roadway. ThereOvitate are a Bodylower Copy... Vitat quas cusam seque sus, to sedi aut time voloriand nonsequi dolest, tem arciliqoffuamenda venient iataectur? few particularly noteworthy locations where the average travel speed variance between express bus travel and auto travel mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, is relatively large ersperibusda (15 miles per nis hour or more). In order identifyaliti disparity between transit and autoretravel time, actual namende rrumqua minis dolenima nam to venimus denitissi cusae dita quiaecatus verspercipit ressintransit trip times were compared against auto travel times identified using Google Maps. porendam doluptas ma pra • During the AM peak hour (7:00 AM-8:00 AM), personal automobile travel speeds exceed transit speeds by more than 15

Header 2 between: miles per hour

»» Vallejo to Napa; and • Bullets »» Fairfield to Napa. • During 3 the mid-day peak (12:00 PM-1:00 PM), personal automobile travel speeds exceed transit speeds by more than 15 Header miles per hour between: »» 19 miles per hour greater from Fairfield to Napa; and »» 17 miles per hour greater from El Cerrito to Napa. • During the PM peak (5:00 PM-6:00 PM), personal automobile travel speeds exceed transit speeds by more than 15 miles per hour between: »» 15 miles per hour greater from American Canyon to Napa; »» 17 miles per hour greater from Fairfield to Napa; and »» 15 miles per hour greater from Calistoga to Napa. Transit priority or routing improvements may be required at these locations to improve transit desirability and competitiveness.

36


3.4 Network Connectivity SECTION TITLE 3.4.1 Bus-to-bus Transfers

Header 1 of transfer tickets revealed that the most frequent bus-to-bus transfers that involve an express route are Ridership analysis

10Vitat to Route Route 11 to Route Route 29 to Route BodyRoute Copy... quas 25, cusam seque sus, sedi21, autand volori nonsequi dolest,8.tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Route 10ersperibusda to Route namende rrumqua nis 25 minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma25pra The Route 10 and transfer relationship was also identified in the online survey. Approximately half of Route 25 users indicated that they also used Route 10 or 11 on their regular commute.

Header 2 The Route 10 to Route 25 transfer occurs at the Soscol Gateway Transit Center. This transfer can be made from both

• Bullets directions of Route 10 to Route 25 westbound. Route 25 westbound makes seven daily departures from the Soscol Gateway Transit Center. The average transfer wait time from Route 10 northbound to Route 25 westbound is approximately 37 Header 3 minutes. The average transfer wait time from Route 10 southbound to Route 25 westbound is approximately 28 minutes. Reducing transfer time between these routes at the Soscol Gateway Transit Center, through schedule coordination or pulse service, will greatly benefit the passengers currently transferring between these services.

Route 11 to Route 21 The Route 11 to Route 21 transfer occurs at the Soscol Gateway Transit Center. This transfer can be made from both directions of Route 11 to Route 21 eastbound. Route 21 eastbound makes seven daily departures from the Soscol Gateway Transit Center. When calculating average transfer wait time, only the immediate Route 11 arrival time was considered for each Route 21 departure time. The average transfer wait time from Route 11 northbound to Route 21 eastbound is approximately 30 minutes. The average transfer wait time from Route 11 northbound to Route 21 eastbound is approximately 19 minutes. Reducing transfer time between these routes at the Soscol Gateway Transit Center, through schedule coordination or pulse service, will greatly benefit the passengers currently transferring between these services.

Route 29 to Route 8 The Route 29 to Route 8 transfer occurs at the Soscol Gateway Transit Center. This transfer can be made from both directions of Route 29 to Route 8 northbound. The average transfer wait time from Route 29 northbound to Route 8 northbound is approximately 16 minutes assuming precise schedule adherence when Route 29 arrival time is identical to the Route 8 departure time. The average transfer wait time from Route 29 southbound to Route 8 northbound is approximately 14 minutes assuming precise schedule adherence when Route 29 arrival time is identical to the Route 8 departure time. Reducing transfer time between these routes at the Soscol Gateway Transit Center, through schedule coordination or pulse service, will greatly benefit the passengers currently transferring between these services.

Transfers to Other Transit Services Based on the online survey completed for this project, approximately 53 percent of all current express bus riders use BART at least once a month and 28 percent of express bus riders use the San Francisco Bay Ferry at least once a month.

Route 29 at El Cerrito del Norte BART BART provides service every 15 minutes on each of two lines that service the Richmond BART station (only one line operates past 8 PM). During the AM period, the average transfer time from Route 29 to BART is nine minutes. When transferring from BART to Route 29, the average transfer wait time for trips on the Millbrae line is 11 minutes, assuming the rider selects the

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optimal BART train to complete the transfer. The wait time for transfers from the Fremont line is 7.5 minutes. SECTION TITLE

Route 29 at Vallejo Ferry Building

Header 1 Ferry modifies its schedule by season. Transfer times were analyzed for the new schedule to be The San Francisco

in early January 2017. peakdolest, periodstem from Routearciliq 29 southbound to the ferry is 17 minutes Bodyimplemented Copy... Vitat quas cusam seque sus,Transfer sedi auttime voloriduring nonsequi facculp uamenda venient iataectur? Ovitate (transfer times are much longer in the mid-day). The last southbound Route 29 bus arrives after the last ferry has departed mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, for therrumqua day. Transfer time during peak dolenima periods from ferry toaliti Route 29 northbound is 28 minutes times are namende ersperibusda nis minis namthe venimus denitissi cusae dita quiaecatus re (transfer verspercipit ressin longer during the mid-day). The last two ferries arrive after the last Route 29 bus has departed. porendam doluptas ma pra While there may be some benefit to riders to provide service to meet one or both of the last two ferries, the number of

Header 2northbound Route 29 peak on the 4:15 PM trip and drop significantly for the last two northbound trips. Thus, boardings on

there is not clear evidence of a need to extend the service span of Route 29. There may be a benefit to better time Route 29 • Bullets to the ferry, although the transfer relationship between BART and Route 29 appears much stronger than between the ferry and Route Header 329. Thus, coordinating schedules with BART may be more beneficial than coordinating with the ferry.

3.4.2 Service Areas The online survey and demographic data was reviewed to identify potential areas not well served by existing express bus routes.

External Destinations The online survey found that the strongest home-work origin-destination patterns were along the SR-29 corridor, currently served by Route 29. Additional areas with high origin-destination patterns were between Napa/American Canyon and the Cordelia/Fairfield areas. Additional, more distributed demand was found between Napa and Vacaville. The survey found moderate demand between Napa and San Francisco/Oakland/Berkeley. There was some distributed demand to the US-101 corridor in Sonoma County, although without any predominate destinations. The survey found extremely little demand between Napa County and the I-680 corridor in Contra-Costa and Alameda Counties. The survey results may not be statistically significant and thus are utilized in conjunction with Census data. Census data indicated that Sonoma County and Solano County were the most common workplaces of Napa residents (both just under 8 percent). Other nearby counties (Contra Costa, San Francisco, and Alameda) are workplaces for approximately 5 percent or less of Napa residents. Napa workers living outside the County are almost exclusively living in Solano and Sonoma Counties. As noted above in the survey, concentrations of trip ends in Sonoma County appear to be much more widely distributed around the County than in Solano County, making them more difficult to efficiently serve with express bus service. Therefore, additional external destinations or service area enhancements are suggested to focus on Solano County.

Napa Population Density City of Napa population density was evaluated to identify potential additional service areas or areas in need of a park & ride. Population density is generally distributed around Napa, with the densest areas west of SR-29 near 1st Street and along Soscol Avenue near Pueblo Avenue. The Imola, Redwood, and Soscol Park & Rides can capture most of the residential population; however, the Imola and Redwood Park & Rides are only served by one express bus route each. Providing additional service to these park & rides may increase their effectiveness. The online survey indicated that 30 percent of express bus riders drove alone to access the express bus, indicating the value of park & rides in generating express bus ridership.

Napa Job Density In order to serve employment areas, express buses must provide service within a reasonable walk/bike radius or provide connection to local service. This is supported by the online survey, which indicated that 71 percent of existing Napa bus riders walk to their destination. Napa employment is densest in the downtown area, primarily west of the river. There are

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currently no express bus stops in downtown Napa, although the Soscol Gateway Transit Center, served by all express buses, SECTION TITLE is on the outskirts of downtown. The river may create a perceived barrier between the Transit Center and downtown. It is a

greater than ½ mile walk (approximately 11 minutes) from the Soscol Gateway Transit Center to Napa Town Center, located roughly in the middle of downtown Napa. Providing express bus service into downtown Napa may increase utilization of transit for the commute trips of downtown Napa workers. Alternatively, NVTA may consider implementing a flex service or Bodysubsidized Copy... Vitat sequerideshare sus, sedi aut volori nonsequi tem express facculp bus arciliq iataectur? Ovitate lastquas milecusam on-demand service designed to dolest, meet each at uamenda the Soscolvenient Gateway Transit Center mposanda nus, si ullictotas arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, and distribute riders to escia their veliae destination. namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Header 1

3.5 Summary of Identified Needs

Table 3-2 summarizes the most critical needs identified for the express bus service. A key map depicting these needs is Header 2 provided in Figure 3-4. • Bullets

Table 3-2: Summary of Improvement Needs Header 3 #

Need


1

Reduce the impact of congestion on trip time and variability on Route 29. Average transit speeds between Vallejo and Napa are very low due primarily to congestion on SR-29.

Signal technology and runningway improvements on SR-29, SR-221, and SR-12, such as transit signal priority and queue jumps

2


Eliminate route deviations through in-line stops at American Canyon Post Office and Napa Valley College

3

Increase ridership by increasing service on high ridership corridors

Increase service frequency on Route 29 between Redwood Park & Ride and El Cerrito del Norte BART Station during peak commute hours

4

More directly provide convenient express bus service for western Napa

Utilize the Imola Park & Ride for service on the SR-29 corridor.

5


Identify opportunities to expand parking near the Soscol Gateway Transit Center or north of the transit center along Soscol Avenue, in St Helena, and American Canyon

6


Place in-line stops in Yountville on SR-29

7

Reduce travel time on Route 29 in Vallejo

Modify Route 29 alignment between Interstate 80 and the Vallejo Ferry Terminal

8

Improve connectivity with Solano County, a major potential ridership generator

Improve connections with SolTrans and FAST routes, including service Sereno Transit Center, Curtola Park & Ride, and the planned SR-37/Fairgrounds Park & Ride. Serve additional destinations from American Canyon and Napa to the I-80 corridor in Solano County (Fairfield/Vacaville)

9

Better connect transit service to employment areas

Provide direct express bus service to downtown Napa.

10


Construct an in-line stop on SR-29 at Imola Park & Ride

11

Improve the customer experience and system connectivity

Through a comprehensive operations anlaysis, evaluate feasibility of a pulse-type operation for key transfer pairs out of the Soscol Gateway Transit Center, including the express buses with Routes 8, 10, and 11

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Table 3-2: Summary of Improvement Needs (Continued) SECTION TITLE # Need

Header 1 12


Splitting the route in Napa to avoid delays north of Napa from Increased reliability on Route 29 impacting service south of Napa. Time transfers at Soscol Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest,Gateway tem facculp arciliq uamenda venient iataectur? Ovitate Transit Center to maintain connectivity. mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Provide pedestrian and bicycle access pathways, shelters, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin benches, lighting, wayfinding signage, route information porendam doluptas ma pra 13 Improved stop facilities at express bus stops signage, and NextBus signage or text-based real-time bus arrival information where warranted by ridership and access patterns • Bullets Provide service to Curtola Park & Ride and to Downtown 14 Expand regional connectivity and transit integration Petaluma SMART Station

Header 2 Header 3

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SECTION 4. POTENTIAL TITLE IMPROVEMENT OPTIONS Header 4.1 Technologies 1 Considered

onVitat the needs outlined in Table 3-2, aut the volori projectnonsequi team developed a menu of infrastructure andvenient technology solutions BodyBased Copy... quas cusam seque sus, sedi dolest, tem facculp arciliq uamenda iataectur? Ovitate which identified capital improvements that could address those needs. This is depicted in Table 4-1. In addition these mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion ettodolore, capitalrrumqua improvements, the project team considered improvements todita express bus service, such as adding namende ersperibusda nis minis dolenima namoperational venimus aliti denitissi cusae quiaecatus re verspercipit ressinor removing stops, changing frequencies, and changing routing. porendam doluptas ma pra


Header 3

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Table 4-1: Infrastructure & Technology Solutions Matrix Category

Traffic Signal Operations



Runningways

Technology

Description

Benefits

Challenges

Napa Applications

Transit Signal Priority

Transit Signal Priority (TSP) is a set of operational enhancements to normal signal functions to accommodate transit vehicles crossing the intersection.

TSP can reduce stop time at traffic signals for transit vehicles by holding green lights longer or shortening red lights. TSP may be implemented at individual intersections, across corridors, or across entire street systems.

Equipment/Hardware requirements both on each vehicle and at each intersection. Traffic analysis would be required to identify effect on traffic operations. May reduce green time for side-streets depending on operating parameters.

TSP implementation would have the largest impact along corridors with multiple signalized intersections or at select intersections with high stop delay, notably at various signals in Napa and on SR-29 through American Canyon and Vallejo.

A queue jump lane is an A queue jump lane allows transit vehicles to additional travel lane for transit Available right-of-way is needed to implement bypass queueing that occurs at traffic signals. vehicles at traffic signals. These queue jump lanes. The length of queue The queue jump signal phase ensures that lanes are typically accompanied determines how long the queue jump should be. transit vehicles in the queue jump lane are by a signal that provides a Time dedicated to queue jump could impact traffic given enough time to merge back into the phase specifically for vehicles in operations. normal travel lane ahead of the queue. that lane.

A queue jump lane is most effective at siganlized intersections that have long queue lengths during high traffic periods. This would particularly apply to signals on SR-29. Queue jump lanes can leverage existing right-turn lanes or create new bus-only lanes.

Queue Jump Lanes

Signal Coordination

Signal coordination is a signal timing plan that allows a “platoon” of cars to travel through a succession of green lights at multiple intersections without stopping.

In-Line Major Roadway Stops

In-line major roadway stops are stations located within the major road right-of-way. These require adjacent pedestrian infrastructure.

Signal coordination decreases travel time and travel time deviations throughout a corridor or network.

Up-front cost to develop traffic signal coordination plans. Requires communications to all coordinated signals to maintain coordination. Benefit may be limited in over-saturated conditions.

Requires additional right-of-way and may include Limits out-of-direction travel for routes by capital costs to construct a station pad. May not reducing route deviations and turning delays. be an optimal environment for waiting passengers and pedestrian access can be challenging.

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Signal coordination is particularly beneficial in corridors with tight signal spacing, including in Napa and along SR-29 in American Canyon and Vallejo. Would likely require inter-agency coordination.

Route 29 has several deviations to serve destinations near SR-29, including Napa Valley College, American Canyon, and Yountville. Route 25 deviates to serve the Imola Park & Ride.

Photo


Table 4-1: Infrastructure & Technology Solutions Matrix (Continued) Category

Information Technology




Technology

Description

Benefits

Challenges

Napa Applications

Online Real-Time Transit Information

Real-time transit information allows riders to locate the next bus on their route and determine the time until the bus arrives.

Can reduce passenger waiting time and provides passengers with a realistic expectation of their trip time.

Requires technology integration.

While this service currently existis, several respondents to the online survey expressed concerns about the reliability of the "Where's My Bus?" application.

Smart Phone Apps

Smart phone apps allow route and schedule information to be accessed by passengers through the use of mobile phones. Information on the app can include service updates, real-time bus information, route maps, schedules, transfer information, and fare information.

Smart phone apps improve the experience for passengers by granting them easier access to important service information and updates.

Requires technology integration.

Users are currently directed to the myStop application. The application platform was noted to be out-of-date. It provides limited opportunity for additional service information or alerts. A broader suite of information is available via the "Where's my Bus" online feature.

Google Transit

Google Maps has transit capabilities known as Google Transit that allows transit options to be integrated into Google Maps. Users can input their origin and destination to view transit options for the trip. Express Bus routes have not yet been integrated with Google Transit.

Google Maps is a very popular service that will inform users of the Express Bus option.

An app requires that NVTA have an API for data collected from buses or website.

Incorporating the express routes into Google Transit will help, particularly with regional connections with BART and Capitol Corridor.

Text Message - Next Bus, Service Alerts

Text Message alerts allow subscribing users to be notified of service updates, project updates, and other transit service information such as upcoming meetings and news releases. Another capability is for passengers to text their stop number to a number and receive a text back with wait time information.

Keeps passengers engaged and up-to-date on service changes, service failures, and important news.

Providing NextBus information via text would be an alternative or in addition to real-time information at each stop.

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Photo



Mobility and Access

Mobility and Access

Stop Placement

Stop Placement

Technology

Description

Benefits

Challenges

Napa Applications

Pedestrian Paths

Providing high-quality pedestrian access to stops, including sidewalks and protected crosswalks

Improving mobility within a bus stop walkshed makes transit a more feasible option for potential passengers and improves safety.

Infrastructure cost associated with access improvements and may require right-of-way acquisition. Requires coordination with local jurisdiction staff.

Some express bus stops do not have sidewalk connections or require a long walk to safety and legally cross the street.

Bicycle Access

Connecting the bicycle network with transit stops. This may include bike lanes, bike routes, trails, and enhanced crossing treatments.

Improving bike access allows passengers to access stops without the use of a personal vehicle. Providing bike facilities allows for a larger capture area for a stop.

Infrastructure cost associated with access improvements and may require right-of-way acquisition. Benefits from a comprehensive bicycle network in the local community. Requires coordination with local jurisdiction staff.

Identify gaps in the bicycle network in the vicinity of express bus stops, particularly in the urbanized areas of Napa and American Canyon.

A far-side stop configuration is when the stop is located immediately after an intersection. A near-side stop configuration is when a stop is located immediately before an intersection.

Far-side stop location allows the transit vehicle to pass through the intersection before stopping to load and unload passengers and provides additional rightturn capacity by eliminating bus blockage at the intersection. Far-side stops also support the use of a broad array of active TSP technologies since transit vehicles can be anticpated based on typical approach speeds.

May be limited right-of-way at the far-side of the intersection and would require reconstructing stop facilities. Requires coordination with local jurisdiction staff.

There are limited examples of bus stops at signalized intersections with the existing express bus system. A consideration for the addition of new stops (such as in-line stops).

Bus bulbouts are stops in which the pavement is extended outward for a bus stop.

Bus bulbouts give the highest priority to transit operations while allowing buses to move in a straight line eliminating delay caused by pull-out and traffic re-entry time. Wear on transit vehicles and street infrastructure is also reduced by avoiding lane shifts while braking.

May impact traffic operations by blocking a lane of traffic during bus dwell periods. Could cause unsafe driving maneuvers. Requires coordination with local jurisdiction staff.

Constructing bus bulbs at on-street stops could reduce travel time for buses.

Far-Side Stop Placement

Bus Bulbout

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Station Components

Station Components

Station Components

Technology

Description

Benefits

Challenges

Napa Applications

LED Matrix Displays (Variable Message Sign) and Video Screen Displays

LED Matrix and Video Displays allow real-time information to be conveyed to passengers. This may include bus arrival times, route information, and service updates.

Improved information signs improve the experience for passengers and provides flexibility in trip planning.

Requires network infrastructure (cell connection or otherwise) for information to be updated in near-real time.

Several stops already have LED matrix displays. Consider implementation at additional stops. Consider video screen displays at major stops/transit centers to provide additional rider information.

Security Cameras

Security cameras can be placed at bus stops or on-board vehicles.

Security cameras can improve safety, assist in insurance claims management and assist in driver training. Additional on-vehcile cameras can also improve real-time driving safety in through the use or back-up or sideview cameras.

Security cameras require a substantial amount of data bandwidth and supporting infrastructure.

Security cameras can be installed on express bus, at stations, and at park and rides.

Wi-Fi

Wi-Fi allows passengers to connect to the internet through tablets, smart phones, or lap top computers.

Implementing in-station wi-fi improves the experience for passengers while waiting for their bus or transfer.

Requires infrastructure and may introduce liability/ security issues for agency.

Wi-Fi already exists on vehicles. In addition, it could be implemented at major stops/transit centers for use by waiting/transferring passengers.

Wayfinding signage includes Potential riders are more likely to use transit the installation of service when service information is present at the maps, community maps, route stop. The ease of use for first-time riders will Wayfinding / System Maps information and schedules, Station Components be improved and increase the likelihood of / Community Maps service information, fare them using transit again. Route maps and information, directional signage, transfer information allow passengers to and other relevant transit better plan their trips. information or policies.

Station Components

Shelters

Bus shelters are typically semienclosed structures located at the passenger loading and unloading zone .

Bus shelters provide protection from inclement weather and designate a clear location for the bus stop. Shelters also provide space for wayfinding information or advertisements.

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Wayfinding signage can be improved at express bus stops and stations.

Requires right-of-way or easements behind the sidewalk to implement shelters. Requires coordination with local jurisdiction staff.

Shelters can be implemented at stops where they currently do not exist.

Photo



Station Components

Station Components

Station Components

Station Components

Technology

Description

Benefits

Seating/Lean Bars

Station seating may consist of benches, bars, or seats near the passenger loading zones. Seating and lean bars may be located underneath stop shelters for improved accommodations

Seating improves the transit experience for those with disabilities or those who may have to wait an extended period of time before their next bus.

Seating/lean bars can be implemented at stops where no seating currently exists.

Pedestrian Waiting Areas

Pedestrian waiting areas are designated spots where pedestians have a space to safely stand while waiting for their bus.

Clearly defining stop location and providing a safe waiting location improves the perception of the transit system and eliminates confusion.

May require additional right-of-way. Requires coordination with local jurisdiction staff.

Some stops are currently lacking basic infrastructure. Pedestrian waiting areas clearly designate stop location and improve safety. This can be explored for all stops.

Bicycle facilities can include bike Providing bicycle facilities will allow and racks, bike lockers, and bike encourage express bus riders to access stops repair stations. by bicycle.

May require additional right-of-way. Requires coordination with local jurisdiction staff.

Bicycle facilities can be implemented at any stop, but priority should be given to stops that are near existing bike infrastructure.

Station or stop lighting may include street lighting, shelter lighting, pedestrian lighting, and accent lighting.

Requires electrical connection or solar panels, which may be a significant challenge in some stop locations. May be some local community opposition to increased lighting. Requires coordination with local jurisdiction staff.

Providing lighting would enhance each station

Bicycle Facilities

Lighting

Challenges

Lighting improves safety and makes the transit stop/station more appealing to passengers

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Napa Applications

Photo



Station Components

Technology

ADA Improvements

Description

Benefits

Challenges

ADA stop improvements can include Braille displays and audio jacks to inform passengers about bus arrival These improvements ensure ADA compliance Could entail significant construction cost or information. ADA access and make transit service accessible for additional right-of-way. Requires coordination with improvements can include passengers with disabilities. local jurisdiction staff. implementing curb contrast color, ADA ramps, and sidewalks with 2% crossfall.

Napa Applications

Areas with poor ADA facilities should be reviewed and improved.

Other Solutions: Considered But Rejected


Runningways

Runningways

Traffic Signal Pre-Emption

Traffic signal pre-emption allows the normal operation of traffic lights to be pre-empted by transit vehicles.

Traffic signal pre-emption reduces or eliminates dwell time at traffic signals by modifying signal operations when a transit vehicle approaches a signal.

Traffic signal pre-emption is typically not allowed as it is very disruptive to traffic operations and can cause safety issues for pedestrians. This technology is usually reserved for rail and emergency vehicles.

Not considered a feasible solution due to significant traffic and safety issues.

Reversible Lanes

Reversible lanes are signalcontrolled lanes that allow travel in either direction depending on time of day.

Reversible lanes can increase capacity and improve traffic flow in the selected direction. These are especially useful during peak commute hours when one direction has significantly higher traffic volumes than the opposite direction.

Timing and operation of reversible lanes requires a detailed operations and maintenance program. Significant infrastructure and maintenance cost, particularly on divided highways.

Would be most beneficial in corridors with heavy traffic congestion, including SR-12 and SR-29. Median obstacles on both roadways and signficant challenges in end conditions make feasibility unlikely.

Bus on shoulder operational benefits include improving reliability and increasing service speed by bypassing traffic on major roadways (specifically during peak commute hours). Allowing buses on shoulders may make Express Bus a faster option than personal automobiles during peak commute hours. Seeing buses bypass traffic on the shoulder may also motivate some drivers to opt for Express Bus instead of driving themselves.

Institutional challenges include needing legislation Bus on shoulder implementation would that allows NVTA to operate bus on shoulder. provide greatest impact along corridors California Highway Patrol has also expressed that experience high traffic. It will be concers about the use of bus on shoulder during easiest to implement in locations where congested hours. Pavement analysis would the shoulder is already wide enough to be necessary to determine if improvements accommodate buses or where minimal are needed to allow for high-axle loads from improvements will be needed. SR-29 may buses. Shoulder width requirements are still be a good candidate in some locations, being determined for bus on shoulder systems. although numerous driveways and Bridges and other large vertical obstructions are a constrained intersections would create challenge for coach buses. Operationally, criteria challenges for implementation. Pinch must be set that clearly defines the conditions points in roadway width (bridges, fronting in which bus on shoulder is allowed and any land uses) may make cost prohibitive for additional rules and standards. some segments.

Bus on Shoulder Operation

Bus on shoulder operation would allow express buses to use the shoulder as a dedicated bus lane when specific traffic congestion conditions exist.

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4.2 Description of Improvement Options SECTION TITLE Based on the needs outlined in Table 4-3 and the solutions outlined in the previous section, the project team developed a list of potential capital and operational improvements to Vine express bus service. For the purposes of evaluation and Header 1 these improvements were grouped into “projects” by grouping together improvements which would cost estimation,

best implemented as a seque package. hasnonsequi also beendolest, sortedtem intofacculp a category with similar projects, such as stop Bodybe Copy... Vitat quas cusam sus,Each sediproject aut volori arciliq uamenda venient iataectur? Ovitate improvements for Route 29. veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, mposanda nus, si ullictotas escia namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin The following porendam doluptassection ma praoutlines the recommended improvements included in each project. Recommendations address route alignments, existing stop locations, new stops, stop improvements, intersection priority improvements, trip planning, scheduling, and Soscol Gateway Transit Center parking. Figure 4-1 shows a summary of all proposed shortterm route alignments and stops. Figure 4-2 shows a summary of all proposed long-term route alignments and stops. Each improvement has been assigned a time-frame for implementation. Projects deemed short-term could be feasibly • Bullets implemented within 0-2 years. Medium projects could be implemented within 3-6 years. Long-term projects will require 7 Header 3 for implementation. or more years

Header 2

48


Figure 3 - Short-Term Short-Term Stops and Alignments Figure 4-1: Service Plan Improvement Recommendations (With Existing Express Bus) SECTION TITLE CALISTOGA

Header 1


Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate ST HELENA mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusdaSt. nisHelena minisPost dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Office porendam doluptas ma pra

Header 2

YOUNTVILLE

• Bullets

Yountville

Header 3

29

Redwood Park & Ride

PETALUMA


VACAVILLE


NAPA


FAIRFIELD

Napa Valley College

25

Devlin/Airport Blvd

SONOMA


21 29







29




Figure 4-2: Service Figure 3 -Long-Term Long-Term Stops andPlan Alignments Improvement Recommendations (With Existing Express Bus) SECTION TITLE

CALISTOGA

Header 1


Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate STveliae HELENA mposanda nus, si ullictotas escia arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin St. Helena Post Office porendam doluptas ma pra

Header 2

YOUNTVILLE

• Bullets


Yountville

Header 3


SONOMA PETALUMA Petaluma Downtown SMART Station

NAPA Imola Park & Ride

Sonoma Plaza




29



Napa Valley College

25

Red Top Road Park & Ride Future American Canyon Park & Ride




SUISUN

AMERICAN CANYON Proposed SR-37/Fairgrounds Park & Ride





SECTION A. RouteTITLE 21 Service Changes A.1 Route Header 1 Optimization

Project Location

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Elimination of thearum Corporate Legendet dolore, mposanda nus, si ullictotas escia veliae vendam,Drive to et untur? Ihit eatquaes et labor rem rem quis re pererion Napa stop and modification of the route alignment namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Proposed Alignment porendam doluptas maValley pra College and the Devlin between Napa Removed Stop

Road/Airport Blvd stop.


Napa Valley College


Header 3 Minimal; removal of stop signage Operating Changes

• Eliminate Corporate Drive Stop • Between Napa Valley College and Devlin Road/Airport Boulevard stop, change route alignment to use SR-221 & Soscol Ferry Road instead of Vista Point Drive/Napa Valley Corporate Drive/Kaiser Road.

Corporate Drive & Corporate Way

Legend Ridership Route 21 Route 25


American Canyon

51


A.1 Route Optimization (Continued) SECTION TITLE

Header Need 1


Body Copy...Benefit Vitat quas cusam sedi aut volori nonsequi dolest,between tem facculp arciliq venient iataectur? Ovitate fromseque sus, Reduces travel time and distance Napa Valleyuamenda College and Devlin Road/Airport mposanda nus, si ullictotas escia veliaeBoulevard arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Improvement namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Change inpra Travel porendam doluptas ma -1 minute (both directions)

Time


Cost

Barriers to Header 3

Implementation Time-frame

$5,000 in annual operating cost savings None Short-Term (0-2 Years)

Existing stop facilities at Corporate Drive stop

52


A.2 Expansion of Service Area SECTION TITLE

Description: Split route 21 into two separate routes and expand service to Red Top Road Park & Ride (after construction of the Red Top Road flyover) and Vacaville. Header 1 Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Project Location mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Redwood Park & Ride porendam doluptas ma pra

VACAVILLE

Vacaville Transportation Center or Davis Street Park & Ride Soscol Gateway Transit Center


Header 3

NAPA

29

Imola Park & Ride 25

Gasser & Hartle

LEGEND: Existing Express Bus Route 21 - A Route 21 - B BART Capitol Corridor SMART

American Canyon

Napa Valley College Devlin/Airport Blvd 21

Red Top Road Park & Ride

29

Transit Center


SUISUN

AMERICAN CANYON Capital Infrastructure Improvements

Operating Changes

Minimal; signage at Davis Street Park & Ride and Red Top Road Park & Ride

• Add stop at Red Top Road Park & Ride in Vacaville (after construction of the Red Top Road flyover). • Add stop at Vacaville Transportation Center OR Davis Street Park & Ride in Vacaville. • Split 21 service between Routes 21A (serves Suisun City Train Depot) and 21 B (serves Fairfield Transit Center & Vacaville)

53


A.2 Expansion of Service Area (Continued) SECTION TITLE

Header 1

Need

Improve connectivity to Solano County

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas esciafrom veliae arumExpands vendam,service to et untur? Ihit eatquaes et labor rem rem quis re splitting pererionof et dolore, Benefit to a previously unserved market (Vacaville); namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin routes reduces travel times Improvement porendam doluptas ma pra

in Travel Header 2Change Time

Route split reduces travel time between Suisun City and Soscol Gateway Transit Center by 7 minutes

Header 3

Operating cost dependent on future service plan and terminus in Vacaville

• Bullets


Sufficient transit demand between Vacaville and Napa County, funding, coordination with Fast and City Coach Long-Term (6+ Years)

Existing Station Facilities at Fairfield Transportation Center

Existing Station Facilities at Suisun City Train Depot

54


SECTION B. Route TITLE 21 Stop Changes Header 1 Valley College Stop Option A B.1.A Napa

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae vendam,10X, to et11X, untur? eatquaes et labor rem rem quis re pererion et dolore, Description: Southbound stoparum for Routes 21IhitA/B and 29 at Napa Valley namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin College is made in-line on SR-221, and the alignment for serving the northbound stop is porendam doluptas ma pra

shortened.



Operating Changes

• New Header 3 stop facilities along the west side

• Southbound buses will serve the new stop on SR-221. Northbound buses will be re-routed to turn left at Streblow Drive to James Diemer Drive to serve the new stop. Northbound buses will then return to SR-221 via Magnolia Drive.

of SR-221 in the shoulder on the opposite side of James Diemer Drive from the existing stop. Facilities would include a bench and shelter, real-time arrival information, wayfinding and transit route information Existing

Proposed Legend

Legend Northbound AlignmentRoute: 29 Southbound AlignmentRoute: 21 Existing Stop

Imola Ave

Imola AveNapa

r

Magnolia D

r

Magnolia D

es D iem

r Dr iem e

Ridership

Jam

Jam

es D

Route 21 Route 25

er D

r

Legend

r

Streblow D

r

Streblow D

55

Northbound AlignmentRoutes: 29, 21 A/B Southbound AlignmentRoutes: 10X, 11X Proposed Stop


B.1.A Napa Valley College Stop Option A (Continued) SECTION TITLE

Header 1

Make transit travel times more competitive with auto travel Need Body Copy... Vitat quas cusam seque sus, sedi aut volori times nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma praBenefit from Reduces travel time and distance for buses arriving and departing Napa Valley College Improvement


Header 3

Change in Travel -4 minutes (northbound) Time -1 minute (southbound) Cost Barriers to Implementation Time-frame

$1,791,500 estimated total capital cost $13,000 in annual operating cost savings Coordination with Napa Valley College, encroachment permit from Caltrans, use of college right-of-way


Existing Napa Valley College Stop

Potential location for southbound in-line stop at Napa Valley College

56


B.1.B Napa Valley SECTION TITLE College Stop Option B

Operating Changes

• Southbound route alignment changes so that buses will serve the in-line stop 11X, 21quas A/Bcusam and 29 is created for volori the nonsequi dolest,on Body10X, Copy... Vitat seque sus, sedi aut temSR-221. facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia vendam, to etIn untur? Ihit eatquaes et labor rem remalignment quis re pererion et dolore, southbound direction atveliae Napaarum Valley College. route changes • Northbound namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin the northbound direction, two in-line stops are so that buses turn left buses will serve porendam doluptas ma pra created on SR-221 at Streblow and Magnolia the two stops at Streblow and Magnolia. Drives. Includes pedestrian improvements.

Header Description:1In-line, midblock stop for Routes



Header Capital 3 Infrastructure Improvements • Implement mid-block southbound stop as in Option A • For the northbound direction, construct new stop facilities at SR-221 & Magnolia Drive and SR-221 & Streblow Drive. Facilities would include a bench and shelter, real-time arrival information, wayfinding and transit route information • Streblow Drive Stop:

Legend Northbound Alignment Southbound Alignment Proposed Sidewalk

Imola Ave

Proposed Stop

agnolia Dr

M

er D

r

»» Near-side stop location with bus shelter and pedestrian infrastructure »» Construct new west leg crosswalk »» Construct new sidewalk on north side of Streblow Drive to James Diemer Drive and along James Diemer Road into the College OR construct new sidewalk between SR-221 and the vineyard and connect to James Diemer Drive Legend

iem

• Magnolia Drive Stop: Ridership

Jam

es D

»» Far-side stop location with bus shelter and Route 21 pedestrian infrastructure Route 25 »» Construct new west leg crosswalk. »» Construct new sidewalk to connect southwest corner of SR-221 & Magnolia Drive with James Diemer Drive OR construct new sidewalk on west side of SR-221 from Magnolia Drive to mid-block southbound stop and campus

r

Streblow D

57


B.1.B Napa Valley College Stop Option B (Continued) SECTION TITLE

Header 1

Make transit travel times Body Copy... Vitat quas cusam seque sus,competitive sedi aut volori dolest, tem facculp arciliq uamenda venient iataectur? Ovitate more withnonsequi auto Need mposanda nus, si ullictotas escia veliae travelarum timesvendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Header 2 from Benefit • Bullets

Improvement


Cost


Time-frame

Reduces travel time and distance for buses arriving and departing Napa Valley College Potential location for northbound stop at Streblow Drive

-5 minutes (northbound) -1 minute (southbound)

$3,689,500 estimated total capital cost $16,000 in annual operating cost savings Coordination with Napa Valley College, encroachment permit from Caltrans, use of college right-of-way, use of Napa County right-of-way at Streblow Stop

West leg of SR-221 and Magnolia Drive intersection - recommended location for new crosswalk


West leg of SR-221 and Streblow Drive intersection recommended location for new crosswalk

58


B.1.C Napa Valley College SECTION TITLE Stop Option C


Description:1Both northbound and southbound Header

Napa aresedi converted Bodystops Copy...atVitat quasValley cusamCollege seque sus, aut volori to nonsequi dolest, tem facculp arciliq uamenda venientLegend iataectur? Ovitate Northbound in-line, mid-block stops SR-221 for Routes mposanda nus, si ullictotas escia on veliae arum vendam, to et10X, untur? Ihit eatquaes etIm labor rem rem quis re pererion et dolore, Alignment ola Ave Southbound namende ersperibusda nis minis dolenima nam venimus ressin 11X, rrumqua 21 A/B and 29. Northbound stop connected to aliti denitissi cusae dita quiaecatus re verspercipit Alignment porendam doluptas ma pra college via a grade-separated crossing of SR-221. Proposed Stop


Grade-Separated Crossing


r

Magnolia D

• Place a southbound stop on the west

Header 3 of SR-221 in the shoulder on the side

es D

iem

er D

r

opposite side of James Diemer Drive from the existing stop. • Place a northbound stop on the east side of SR-221 in the shoulder across from the proposed southbound stop. • Construct a grade separated pedestrian crossing across SR-221 between northbound stop and Napa Valley College campus. • New stops would include a bench and Legend shelter, real-time arrival information, wayfinding and transit route information. Ridership Route 25

Jam

Route 21

Operating Changes

• Southbound route alignment changes so that buses will serve the in-line stop on SR-221. • Northbound route alignment changes so that buses will serve the in-line stop on SR-221.

r

Streblow D

59


B.1.C Napa Valley College Stop Option C (Continued) SECTION TITLE

Header 1

Make transit travel times more competitive with auto travel times Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenimaReduces nam venimus aliti denitissi cusaefor dita quiaecatus verspercipit ressin Benefit from travel time and distance buses arrivingre and porendam doluptas ma pra departing Napa Valley College Improvement


Header 3

Need

Change in Travel -5.5 minutes (northbound) Time -1 minute (southbound) Cost Barriers to Implementation Time-frame

$9,499,200 estimated total capital cost $17,000 in annual operating cost savings Coordination with Napa Valley College, encroachment permit from Caltrans, use of college right-of-way, potentially significant construction impacts to SR-221, high cost Long-Term (6+ Years)

Potential location for southbound in-line stop at Napa Valley College Route 21 bus headed northbound on SR-221 at potential northbound in-line stop location

60


B.1.D Napa Valley College SECTION TITLE Stop Option D


Header Description:1Northbound and southbound stops

Legend

Routes A/Bsus, andsedi 29aut would Northbound Bodyfor Copy... Vitat10X, quas 11X, cusam21 seque voloriboth nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Imetolabor Alignment la Arem mposanda nus, si ullictotas escia veliae arum vendam, et untur? Ihit eatquaes et dolore, be relocated to Magnolia Drive, with busestousing verem quis re pererion Southbound namende rrumquaroundabout ersperibusda nis nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin the existing to minis turn dolenima around and Alignment porendam doluptas ma pra return to SR-221. Proposed Stop


Magnolia D


Header 3

r

• Place a stop on the north side of Magnolia Drive west of SR-221 that serves both northbound and southbound directions. Buses can use the roundabout on Magnolia Drive to immediately turn around back towards SR-221 after serving the stop. • Stop infrastructure would include bus pullout, platform, waiting area, shelter, lighting, connection to nearby path, wayfinding materials, real-time transit information, and Wi-Fi.

er D

r

Operating Changes

Jam

es D

iem

• Southbound route alignment changes so that buses turn right into Magnolia, serve the bus stop, turn around at the roundabout and return to SR-221. • Northbound route alignment changes so that buses turn left into Magnolia, serve the bus stop, turn around at the roundabout and return to SR-221.

Streblow D

61

r


B.1.D Napa Valley College Stop Option D (Continued) SECTION TITLE

Header 1

Make transit travel times more competitive with auto travel times Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, travel time and distance buses arrivingre and namende rrumqua ersperibusda nis minis dolenimaReduces nam venimus aliti denitissi cusaefor dita quiaecatus verspercipit ressin Benefit from departing Napa Valley College (but does increase walking porendam doluptas ma pra Improvement distance between stop and NVC).


Header 3

Need

Change in Travel -4.5 minutes (northbound) Time -15 seconds (southbound) Cost Barriers to Implementation Time-frame

$733,800 estimated total capital cost $13,000 in annual operating cost savings Coordination with Napa Valley College, encroachment permit from Caltrans, use of college right-of-way


Potential stop location on north side of Magnolia Drive

Roundabout at intersection of Magnolia Drive and James Diemer Drive to be used as a turnaround point for northbound and southbound buses

62


B.2 Stop Improvements SECTION TITLEat Devlin & Airport Description: Upgrade facilities (Route 21 and 29) at and near the Devlin Road/Airport Blvd stop.

Header 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Operating Changes Capital Infrastructure mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quisImprovements re pererion et dolore, namende rrumqua ersperibusda nis southbound/ minis dolenima nam venimus aliti• Remove denitissi cusae dita quiaecatus re verspercipit ressin Relocate the existing southbound/ facilities at the existing porendam eastbound doluptas ma pra stop to the south side of

eastbound stop and construct new stop facilities on the south side of Airport Boulevard, east of Devlin Road • Implement improved stop facilities including sidewalks and concrete waiting area with lighting, wayfinding, shelter, seating, Wi-Fi, bike storage, and real-time transit information. Provide crosswalks and pedestrian infrastructure at signalized intersection.

Airport Boulevard, east of Devlin Road


Header 3

Project Location Legend Proposed Route 21 Proposed Route 29 Existing Stop to be Removed Proposed Stop

De vlin

Rd

Existing Stop to Remain

Airport Blvd

hip

21

25

63


B.2 Stop Improvements at Devlin & Airport (Continued) SECTION TITLE

Header 1

Improve stop facilities at express bus stops Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Improves amenities, safety, and access to the Devlin Road/ porendam doluptas ma praBenefit from Airport Blvd Stop Improvement


Header 3

Change in Travel N/A Time Cost



Requires acquisition of right-of-way


Existing northbound stop at Devlin Road - Airport Boulevard

64


SECTION C. RouteTITLE 25 Service Changes Header 1 C.1 Addition of Downtown Petaluma and Sonoma Stops

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum25, vendam, to et untur? Ihit route eatquaes labor remto rem quis re pererion et dolore, Description: Restoration of Route extending current to et Petaluma connect to SMART Station. namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Operating Changes


Header 2 signage at future stop locations Minimal; • Bullets

• New long-term route alignment which serves a new stop in the City of Sonoma (exact location TBD, would coincide with an existing Sonoma County Transit Stop) and at the Downtown Petaluma SMART Station

in Petaluma and Sonoma

Header 3

Project Location

Redwood Park & Ride

NAPA

PETALUMA

Imola Park & Ride Petaluma Downtown SMART Station

Sonoma Plaza

Proposed Downtown Stop Soscol Gateway Transit Center Gasser & Hartle

Napa Valley College

25



LEGEND: Route 25 (Proposed) BART Capitol Corridor SMART

29

American Canyon

65

AMERICAN CANYON


C.1 Addition of Downtown Petaluma and Sonoma Stops (Continued) SECTION TITLE

Header 1

Expand regionaldolest, connectivity and transit Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi tem facculp arciliqintegration uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma praBenefit from Provides an additional connection to regional transit services (SMART) Improvement


Header 3

Estimated travel time between Soscol Gateway Transit

Change in Travel Center & Petaluma SMART: 56 min (does not account for any deviation to a Sonoma stop, as that location has not yet Time been determined)

Cost



Operational funding, coordination with Sonoma County Transit

Time-frame


66


SECTION D. RouteTITLE 25 Stop Changes Header 1 D.1 Downtown Napa Stop

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas arum vendam, toNapa et untur? eatquaes laborand rem25. rem quis re pererion et dolore, Description: Create escia new veliae stop in Downtown for Ihit Routes 10X,et11X, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Operating Changes


Header 2 stop amenities: bench and shelter, • New • Bullets

• Create new stop in Downtown Napa for Routes 10X, 11X, 25, and 29 (short-term) • Re-align routes to use 1st/2nd Street couplet, Jefferson Street, 3rd Street through downtown to Soscol Gateway Transit Center instead of Lincoln Avenue and Soscol Avenue • Proposed stop location is at 3rd Street & Randolph St; coordinate with the City of Napa to finalize a stop location on 3rd Street and consider consolidating other Vine Transit stops in Downtown Napa at this location

real-time arrival information, wayfinding and transit route information.

Header 3

Project Location Legend Express Bus AlignmentRoutes: 10X, 11X, 25 Proposed Stop

n St Jefferso

t

S 3rd

67

t

St

hS

olp nd d 2n

21

29

St

Ra

1st


D.1 Downtown TITLE Napa Stop (Continued) SECTION

Header 1

Betternonsequi connect transit to employment areas venient iataectur? Ovitate Need Body Copy... Vitat quas cusam seque sus, sedi aut volori dolest,service tem facculp arciliq uamenda mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma praBenefit from Provides direct access to downtown Napa destinations


Header 3

Improvement

Change in Travel +1 minutes (both directions) Time Cost Barriers to Implementation Time-frame

$31,000 in increased annual operating costs $663,900 estimated total capital cost Coordination with City of Napa on stop location and onstreet parking removal; use of sidewalks requires route re-alignment Short-Term (0-2 Years)

Location for potential westbound/southbound stop in Downtown Napa at the intersection of 3rd and Randolph

68

Location for potential eastbound/northbound stop in Downtown Napa at the intersection of 3rd and Randolph


D.2 Imola Park & Ride Improvements SECTION TITLE Description: Convert existing Imola stop to in-line stops on SR-29 ramps and improve P&R facilities.

Header 1

Project Location

Capital Body Copy... Vitat quasInfrastructure cusam seque sus,Improvements sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, • Implement pedestrian infrastructure namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin lighting between park & ride lot, porendam and doluptas ma pra southbound stop, and northbound stop, including Header 2 new sidewalk under SR-29 on south side of Imola Avenue • Bullets • Provide improved stop facilities at Header 3 northbound and southbound both stop locations, including sidewalks and concrete waiting area with lighting, wayfinding, shelter, seating, Wi-Fi, additional bike storage (in the park & ride lot), and real-time transit information. • Improve park & ride with new paving, lighting, and bike parking • Add new in-line stops on SR-29 southbound on ramp and SR-29 northbound off-ramp

Imola Ave

Operating Changes

Proposed Stop Removed Stop

69

te Dr Golden Ga

Legend ǆŝƐƟŶŐůŝŐŶŵĞŶƚͲ Route: 25 Proposed AlignmentRoute: 25, 29

• Eliminate Gasser Drive & Hartle Court Legend stops Route 25 alignment to use Route• Change 21 3rd Street, Jefferson Street, 2nd Street, Route 29 California Boulevard, 1st Street and SR-29 between Soscol Gateway Transit Center and Imola Park & Ride. • Between Imola Park & Ride and SR-12, change Route 25 alignment to use SR-29 instead of Golden Gate Drive.


D.2 Imola ParkTITLE & Ride Improvements (Continued) SECTION

Header 1

Need


Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Reduces travel Ihit timeeatquaes and distance for rem busesrem arriving and departing mposandaBenefit nus, si ullictotas escia veliae arum vendam, to et untur? et labor quis re pererion et dolore, from Improvement Imola Park & Ride namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra -3 minutes (southbound)



Header 3

Cost


-5 minutes (northbound) $4,379,600 estimated total capital cost $31,000 in annual operating cost savings Funding; coordination with Caltrans on park & ride lot, in-line stops on SR-29, and ramp and signal modifications; coordination with City of Napa on sidewalk improvements Medium-Term (3-5 Years)

Location for proposed northbound in-line stop on SR-29 southbound on-ramp



Location for proposed southbound in-line stop on SR-29 southbound on-ramp

70


D.2 Imola ParkTITLE & Ride Improvements SECTION

Header 1

Existing



Header 3

Proposed Imola Avenue Park & Ride Bird’s Eye View (Existing) DRAFT July 27, 2017

North

Imola Avenue Park & Ride Bird’s Eye View (Proposed) DRAFT July 27, 2017

71


D.2 Imola ParkTITLE & Ride Improvements (Continued) SECTION Existing

Header 1



Header 3

Proposed

Imola Avenue Park & Ride Street View (Existing) DRAFT July 27, 2017

Proposed (Night)

Imola Avenue Park & Ride Street View (Proposed Day) DRAFT July 27, 2017

Imola Avenue Park & Ride Street View (Proposed Night) DRAFT July 27, 2017

72


SECTION E. Route TITLE 29 Service Changes Header 1

E.1 Split Route 29 into 29/10X/11X

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Route 29 will be split Route 10untur? Express, Route 11 Route 29. mposanda nus, si ullictotas escia veliae arum into vendam, to et Ihit eatquaes et Express, labor rem and rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Operating Changes

Header• Split 2 the existing Route 29 into three separate routes which serve the stops listed below. • Bullets

• Between Napa Valley College and Devlin Road/Airport Boulevard stop, change route to use SR-221 & Soscol Ferry Road instead of Vista Point Drive/Napa Valley Header alignment 3 Corporate Drive/Kaiser Road. • Route 11 Express (Long-Term Configuration)

• Route 10 Express

»» Napa Valley College »» Soscol Gateway Transit Center »» Downtown Napa »» Redwood Park & Ride »» Yountville at California Drive »» St Helena Park & Ride »» St Helena Post Office »» Calistoga Lincoln Bridge

»» Redwood Park & Ride »» Downtown Napa »» Soscol Gateway Transit Center »» Napa Valley College »» Devlin Road/Airport Boulevard »» Future American Canyon Park & Ride »» American Canyon Post Office »» Vallejo Ferry Terminal »» Curtola Park & Ride »» El Cerrito del Norte BART

• Route 11 Express (Short-Term Configuration) »» Redwood Park & Ride »» Downtown Napa »» Soscol Gateway Transit Center »» Napa Valley College »» Devlin Road/Airport Boulevard »» American Canyon Post Office »» Vallejo Ferry Terminal »» Curtola Park & Ride

• Route 29 (Short-Term Configuration) »» Redwood Park & Ride »» Downtown Napa »» Soscol Gateway Transit Center »» American Canyon Post Office »» El Cerrito del Norte BART

• Route 29 (Long-Term Configuration) »» Redwood Park & Ride »» Imola Avenue Park & Ride »» American Canyon Post Office »» SR-37/Fairgrounds Park & Ride »» El Cerrito del Norte BART

Capital Infrastructure Improvements Capital improvements identified in other projects: Napa Valley College stop (pg. 17-24), Downtown Napa stop (pg. 29), Imola Park & Ride (pg. 31), Yountville (pg. 39)

73


E.1 Split Route 29 into 29/10X/11X (Continued) SECTION TITLE Description: Route 29 will be split into Route 10 Express, Route 11 Express, and Route 29.

Header 1 Body Copy... Vitat quas3cusam sequeStops sus, sedi aut voloriService nonsequiMap dolest, tem facculp arciliq uamenda venient Figure - Short-Term and Alignments Improvement Recommendations (With Existing Express Bus)iataectur? Ovitate Proposed - Short-Term mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, CALISTOGA namende rrumqua ersperibusda nisCalistoga minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Lincoln Bridge porendam doluptas ma pra

ST HELENA



Header 3

YOUNTVILLE Yountville 29

Redwood Park & Ride

Imola Park & Ride

PETALUMA Sonoma Plaza

VACAVILLE


NAPA


FAIRFIELD

Napa Valley College

25

Devlin/Airport Blvd

SONOMA


21 29







29





Header 1 Body Copy... Vitat quas3cusam sequeStops sus, and sedi aut voloriImprovement nonsequiMap dolest, tem facculp (With arciliqExisting uamenda venient Figure - Long-Term Alignments Recommendations Express Bus)iataectur? Ovitate Proposed Service - Long-Term mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, CALISTOGA namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Calistoga Lincoln Bridge porendam doluptas ma pra

ST HELENA



Header 3

YOUNTVILLE


Yountville


NAPA

PETALUMA



Napa Valley College

25


29




Future American Canyon Park & Ride



SUISUN

AMERICAN CANYON Proposed SR-37/Fairgrounds Park & Ride






Header 1

Increase reliability on Route 29 Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Splitting of routes shortens trip distances and thus increases porendam doluptas ma praBenefit from reliability of bus travel times Improvement


Header 3

Change in Travel Varies based on trip origin and destination Time Cost


Time-frame

Operating costs vary with service frequency Short-Term: Coordination with Soltrans on use of Curtola Park & Ride Long-Term: Increased demand at El Cerrito del Norte, coordination with SolTrans on SR-37/Fairgrounds Park & Ride Both Short-Term (0-2 Years) and Long-Term (6+ Years) Route Modifications

76


SECTION F. Route TITLE 29 Stop Changes Header 1 F.1 Yountville Stop Modifications

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Convert the existing Yountville stop to in-line stop on SR-29 ramps and provide new mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, facilities. namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra


Operating Changes

Header 2

• New stop facilities at northbound and southbound stops, including sidewalks Header 3 concrete waiting area with lighting, and wayfinding, shelter, seating, Wi-Fi, additional bike storage, and real-time transit information. • Convert existing Yountville stop to inline stop on SR-29 at California drive.

• Northbound Stop - Bus will exit SR-29 northbound using the California Drive off-ramp, cross California Drive, serve the new stop at the SR-29 northbound onramp, and re-enter SR-29 northbound. • Southbound Stop - Bus will exit SR-29 southbound using the California Drive off-ramp, serve the new stop at the SR-29 southbound off-ramp, cross California Drive, and re-enter SR-29 southbound using the on-ramp.

• Bullets

Project Location

ia orn f i l a

Dr

C

Legend ǆŝƐƟŶŐůŝŐŶŵĞŶƚ Proposed Alignment Proposed Stop Removed Stop

77


F.1 Yountville Stop Modifications (Continued) SECTION TITLE

Header 1

Reduce travel time and variability on Route 29 north of Napa Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Benefit from Reduces travel time and distance buses arriving re and namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusaefordita quiaecatus verspercipit ressin departing from Yountville porendam doluptas ma pra Improvement


Need

Change in Travel -1 minute (both directions) Time


$1,046,200 estimated total capital cost $2,000 in annual operating cost savings Encroachment permit from Caltrans, acquisition of right-ofway


Location of proposed northbound stop on SR-29 northbound off-ramp

Location of proposed southbound stop on SR-29 southbound off-ramp

78


F.2 American Canyon Post Office Stop Modifications SECTION TITLE Description: Convert American Canyon Post Office stop to in-line stop on SR-29 and provide new stop facilities. 1 Header

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Capital et Infrastructure Improvements Operating Changes mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit Change alignment for Routes 11X and • New stop facilities at northbound andressin porendam doluptas ma pra

29 to stay on SR-29 through American Canyon and serve the proposed in-line Header 2 stops.

southbound stops, including sidewalks and concrete waiting area with lighting, wayfinding, shelter, seating, Wi-Fi, additional bike storage, and real-time transit information. • Signalize SR-29 & Crawford Way and provide pedestrian infrastructure and crosswalk. • Relocate existing stops at American Canyon Post Office to in-line stops on SR-29 at Crawford Way. The southbound stop would be near-side and the northbound stop would be far-side.

• Bullets

Header 3

Project Location Legend Proposed AlignmentRoutes: 29, 11x ǆŝƐƟŶŐůŝŐŶŵĞŶƚͲ Route: 29 Proposed Stop Removed Stop

James Rd

ay Crawford W

( ! ( ! Crawford Way

American Canyon Rd

Legend

Existing park & ride location NOT TO SCALE

79

( Existing transit stop !


F.2 American Canyon Post Office Stop Modifications (Continued) SECTION TITLE

Header 1

Need

Header 2


Make transit travel times more competitive with auto travel times Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to etReduces untur? Ihit eatquaes et labor remfor rem quisarriving re pererion et dolore, travel time and distance buses Benefit namende rrumqua ersperibusda nis minisfrom dolenima nam venimus aliti denitissi cusae dita quiaecatus re ressin and departing from the American Canyon Postverspercipit Office porendam doluptas ma pra Improvement stop

• Bullets

Header 3

-2 minutes (northbound) -1.5 minutes (southbound) $1,953,600 estimated total capital cost

Cost



Caltrans coordination and encroachment permit for new stops on SR-29 and new traffic signal. Coordination with American Canyon on additional pedestrian infrastructure. Medium-Term (3-5 Years)

Existing American Canyon park & ride location

80


F.3 American Canyon Park & Ride SECTION TITLE

Description: Add a new Park & Ride in American Canyon, location TBD.

Header 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Capital Infrastructure Improvements Operating Changes namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam • Construct doluptas ma pra park & ride lot (location TBD) • Add new stop at new American Canyon

• Provide stop facilities, including

Park & Ride (specific location TBD) for Routes 29 and 11X and adjust route alignments to access the stop.

Header 2 and concrete waiting area with sidewalks lighting, wayfinding, shelter, seating, Wi-Fi, Header 3 bike storage, and real-time transit information. • Bullets

Need Benefit from Improvement Change in Travel Time



N/A

Cost



Generating increased demand for park & ride, coordination with American Canyon on park & ride locations, acquisition of right-of-way for park & ride.

Time-frame


81


F.4 SR-37/Fairgrounds Park & Ride SECTION TITLE Description: Add a stop for Route 29 at SR-37/Fairgrounds Park & Ride once constructed by Solano Header 1 Transportation Authority.

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Capital Infrastructure Improvements Operating Changes porendam doluptas ma pra

Minimal; signage at new park & ride. This is a location being considered by STA and Header 2 SolTrans; infrastructure improvements • Bullets would not be done by NVTA.

• Add new stop for Route 29 at new SR37 / Fairgrounds Park & Ride. Re-route Route 29 to serve this location via SR-37.

Header 3




N/A

Minimal operating cost change associated with re-routing

Construction of park & ride by others


82


F.5 Curtola Park & Ride SECTION TITLE

Description: Add a stop at the existing Soltrans Curtola Park & Ride for Route 11X.

Header 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Operating Changes Capital Infrastructure Improvements mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit • Add new stop for Route 11X at theressin Minimal; signage at new park & ride porendam doluptas ma pra

existing Curtola Park & Ride. Adjust Route 11X alignment to serve this stop. This is a location being considered by STA and SolTrans; infrastructure improvements would not be done by NVTA.

• Bullets

Header 3

Need


Expand regional transit connectivity and transit integration, and expand park and ride opportunities Provides new park & ride access to express bus service

Project Location

Legend

Existing park & ride location ( Existing transit stop !

la Par Curto

( !

Barriers to Coordination with Soltrans Implementation on use of the park & ride

Time-frame

Short-Term (0-2 Years) NOT TO SCALE

83

t


nS

Cost

mo

Change in Travel +2 minutes (both directions) Time

Le

kway

Header 2


F.5 Curtola Park & Ride (Continued) SECTION TITLE


Header 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas Curt escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, ola Pnis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin namende rrumqua ersperibusda kwy t porendam doluptas ma pra nS

mo

Le


Header 3

Legend ǆŝƐƟŶŐůŝŐŶŵĞŶƚͲ Route: 29 Proposed AlignmentRoute: 11x Proposed Stop

84


F.6 Redwood Park & Ride Stop Modifications SECTION TITLE

Description: Improve stop facilities and provide shade structure at Redwood Park & Ride.

Header 1

Capital Improve stop facilities Ovitate at Body Copy... Vitat quasInfrastructure cusam seque sus,Improvements sedi aut volori nonsequi dolest, tem facculp venient iataectur? Needarciliq uamenda express bus stops mposanda• Implement nus, si ullictotasimproved escia veliaestop arumfacilities vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin including wayfinding, Wi-Fi, additional Improves amenities, safety, porendam doluptas ma pra Benefit from bike storage, and real-time transit and access to the Redwood Improvement Park & Ride information.


• Construct new canopy over customer waiting area, creating shade


Header 3

Operating Changes

Cost

None Barriers to Implementation Time-frame

Existing Redwood park & ride location

85

N/A $2,199,500 estimated total capital cost Funding



F.7 St. Helena Post Office Stop Modifications SECTION TITLE

Description: Improve stop facilities and provide bus bulb-outs at the St Helena Post Office Stop.

Header 1

Body Copy... Vitat quasInfrastructure cusam seque sus,Improvements sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Capital Operating Changes mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, bulb-outs on the northbound • Installersperibusda None re verspercipit ressin namende rrumqua nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus southbound side of SR-29. The porendam and doluptas ma pra

bulb-outs would extend into the existing roadway Header 2 so that buses can make in-line stops on SR-29. • Bullets

Header 3 Project Location Need Benefit from Improvement Change in Travel Time

( !

Pin

eS

t

( !

NOT TO SCALE

86

Improves amenities, safety, and access to the St. Helena Post Office stop

N/A

Cost



Coordination with City of St. Helena on sidewalk and street modifications.

Time-frame


Legend

Existing St. Helena Post ( ! Office transit stops



F.8 St. Helena Park & Ride SECTION TITLE

Description: Add a park & ride on SR-29 at St. Helena High School.

Header 1

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Capital Infrastructure Improvements Operating Changes mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re • Install signage designating park & ride • Add a new stop for Routeverspercipit 10X in St.ressin porendam doluptas ma pra

spots in school lot fronting SR-29 • Provide pedestrian infrastructure and Header 2 crosswalk.

Helena in front of St. Helena High school on SR-29.

• Bullets

Header 3

Project Location Need Legend ǆŝƐƟŶŐůŝŐŶŵĞŶƚͲ Route: 29 Proposed AlignmentRoute: 10X Proposed Stop


e Av n o

Expand park and ride opportunities Provides new park & ride access to express bus service

Change in Travel N/A Time

s ray

G

St Helena High School

Cost

$434,900 estimated total capital cost Coordinate with high

to arrange for use Esri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors,school and the GIS user community

of

Barriers to a portion of parking lot as Implementation a park & ride, coordinate

with City of St. Helena on pedestrian improvements.

Time-frame

87



SECTION G. TransitTITLE Signal Priority Header 1 Signal Priority - SR-29 North of Napa G.1 Transit

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Implement transitarum signal priority 11 signalized intersections on SR-29 north of Napa mposanda nus, si ullictotas escia veliae vendam, to etat untur? Ihit eatquaes et labor rem rem quis re from pererion et dolore, to Calistoga. namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

HeaderCapital 2 Infrastructure Improvements

Need

• Install TSP systems at the following intersections: Header »3» SR-29/Washington St (Calistoga) »» SR-29/Foothill Blvd (Calistoga) »» SR-29/Fulton Ln (St Helena) »» SR-29/Adams St (St Helena) »» SR-29/Pope St (St Helena) »» SR-29/Mitchell Dr (St Helena) »» SR-29/Madison St (Yountville) »» SR-29/Oak Knoll Ave (Napa) »» SR-29/Salvador Ave (Napa) »» SR-29/Wine Country Ave (Napa) »» SR-29/Trower Ave (Napa) • Bullets

Benefit from Improvement Change in Travel Time

Reduce the impact of congestion on trip time and variability Reduces delay for buses caused by intersections, reducing travel time and variability -1.5 minutes per direction (approximately) $537,300 estimated total capital cost $3,000 in annual operating cost savings

Cost


Note: for all TSP improvements, installation of TSP equipment on buses will required an estimated $110,000 in the short-term (assumes 11 buses) and $230,000 in the long term (assumes 23 buses) Identify TSP system and

Barriers to procure technology, coordinate Implementation with Caltrans to implement on SR-29

Time-frame

88



G.1 Transit Signal Priority - SR-29 North of Napa (Continued) SECTION TITLE

Header 1 Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, t t namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin nSnS isodiso d a a porendam doluptas ma pra M M ( ! ! (

Header 2 •

Yountville Yountville

( W! (asWhianshin FooFoo ! Bullets gto gto thil t! ( ( hill ! n Sn S l Blv Blv t t d d

Header 3

e e Av Av oll noll n kKkK Oa Oa ve ve ( ! ! ( rA rA do ado a lv lv Sa Sa ( ! ! ( (ve ! ( ve ! y A ry A ( ( ntr untA ve A! ve ! u Co Co er er ine ineTrowTrow W W

A Mi dam tcAh s S Mi deallmD t Fu tch sr S lto ell Dr t P Fu n Ln op lton Po e S Ln pe t St

Calistoga Calistoga

(! (( ! St.St. Helena Helena ! (! (! ( !

Legend Legend Intersection Intersection for TSP for TSP ( Proposed ! ! Proposed ( NOT TONOT SCALE TO SCALE

Napa Napa Legend Legend Intersection Intersection for TSP for TSP ( Proposed ! ! Proposed ( NOT TONOT SCALE TO SCALE

89


G.2 Transit Signal Priority - Route 29 South of Napa SECTION TITLE Description: Implement transit signal priority at 9 signalized intersections on SR-29 south of Napa. Header 1

Body Copy... Vitat quasInfrastructure cusam seque sus,Improvements sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Operating Changes Capital mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, None re verspercipit ressin • Installersperibusda TSP systems thedolenima following namende rrumqua nisat minis nam venimus aliti denitissi cusae dita quiaecatus porendam intersections: doluptas ma pra »» SR-29/SR-12 Sonoma Hwy (Napa) »» SR-29/CA-12/SR-221 (Napa) »» SR-29/Airport Blvd-SR-12 (Napa) • Bullets »» SR-29/S Kelly Rd (American Canyon) » SR-29/Napa Junction Rd (American Canyon) Header »»3 » SR-29/Eucalyptus Dr (American Canyon) »» SR-29/Rio Del Mar (American Canyon) »» SR-29/Donaldson Way W (American Canyon) »» SR-29/W American Canyon Rd (American Canyon)

Header 2

Napa

( !

( !

d

Airport Blv

( !

( S Kelly Rd !

tion Rd ! (

Napa Junc

l Mar Rio De

n Way! (

Donaldso

Legend ( !


( !

NOT TO SCALE

90

yptus Dr

! Eucal ( ( !

American Canyon American Ca

nyon Rd


G.2 Transit Signal Priority - Route 29 South of Napa (Continued) SECTION TITLE

Header 1

Reduce the impact of congestion on trip time and variability Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Benefit from Reduces delay for buses caused by intersections, reducing travel porendam doluptas ma pra time and variability Improvement




-1 minute per direction (approximately) $488,700 estimated total capital cost $11,000 in annual operating cost savings Identify TSP system and procure technology, coordinate with Caltrans to implement on SR-29 Medium-Term (3-5 Years)

91


G.3 Transit Signal Priority - Route 12, 121, 221 SECTION TITLE Description: Implement transit signal priority at 10 signalized intersections on SR-12, SR-121, and SR-221.

Header 1 Infrastructure Improvements Capital

Operating Changes

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate • Install TSP systems at the following None mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, intersections: namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin »» SR-121 porendam doluptas ma(Soscol pra Ave)/Silverado Trail (Napa) »» SR-121 (Soscol Ave)/Kansas Ave (Napa) »» SR-121 (Soscol Ave)/Shetler Ave (Napa) »» SR-221 (Napa Vallejo Hwy)/Imola Ave (Napa) »» SR-221 (Napa Vallejo Hwy)/Magnolia Dr • Bullets (Napa) Header »3 » SR-221 (Napa Vallejo Hwy)/Streblow Dr (Napa) »» SR-221 (Napa Vallejo Hwy)/Kaiser Rd (Napa) »» SR-221 (Napa Vallejo Hwy)/Napa Valley Corporate Way (American Canyon) »» SR-12/S Kelly Rd (American Canyon) »» SR-12/Kirkland Ranch Rd (American Canyon)

Header 2


Reduce the impact of congestion on trip time and variability Reduces delay for buses caused by intersections, reducing travel time and variability -1.5 minutes per direction (approximately) $537,300 estimated total capital cost $12,000 in annual operating cost savings Identify TSP system and procure technology, coordinate with Caltrans to implement on SR-29 Medium-Term (3-5 Years)

92


G.3 Transit Signal Priority - Route 12, 121, 221 (Continued) SECTION TITLE

Header 1

Trail

Silverado Body Copy... Vitat quas cusam seque sus, Napa sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate ( ! Ave as Kans mposanda nus, si ullictotas escia veliae arum vendam, to et Ihit eatquaes et labor rem rem quis re pererion et dolore, ( untur? ! Shetler Ave namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin ( ! Imola Ave ( ! porendam doluptas ma pra

( !

Header 2

Magnolia Dr

w Dr ! (

Streblo

• Bullets

Header 3 Kaiser Rd

( !

S Kelly Rd

( Valley ! Napa te Way a r o p Cor

Legend ( !


Kirkland Ranch Rd

( !

NOT TO SCALE

( !

93


SECTION H. QueueTITLE Jumps Header H.11American Canyon Queue Jumps on State Routes Body Copy... Vitat quas cusam seque sus, sedi aut volori dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Implement queue jumpsnonsequi at three locations in American Canyon. mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Capitalnam Infrastructure Improvements namende rrumqua ersperibusda nis minis dolenima venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

• Implement queue jumps at the following locations:

»» SR-29 Header 2 & Napa Junction Road (American Canyon) • Bullets

Header

»» Northbound Direction (Route Express, Route 29): Im311 plement advanced right-turn phase and utilize the right-turn lane as a queue jump. »» Southbound Direction (Route 11 Express, Route 29): Use existing right-turn lane for queue jump lane and construct new right-turn lane.

»» SR-29 & Donaldson Way (American Canyon) »» Northbound Direction (Route 11 Express, Route 29): Convert shoulder to shared right-turn queue jump lane. Implement a bus-only phase. »» Southbound Direction (Route 11 Express, Route 29): Convert shared through/right-turn lane into a right-only lane and use as queue jump.


( !

Napa Junction Rd

Eucalyptus

Rio

Dr

r Del Ma

y son Wa ! (

Donald

Legend ( ! NOT TO SCALE

( !


94

American Canyon Rd

»» SR-29 & American Canyon Road (American Canyon) »» Northbound Direction (Route 11 Express, Route 29): Convert right-turn only lane into a dedicated queue jump lane and construct new right-turn only lane. »» Southbound Direction (Route 11 Express, Route 29): Convert right-turn only lane into a dedicated queue jump lane and construct new right-turn only lane.


H.1 American Canyon Queue Jumps on State Routes (Continued) SECTION TITLE

Header 1 Body Copy... Vitat quas cusam seque sus,the sedi aut volori Reduce impact of nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus,Need si ullictotas esciacongestion veliae arum onvendam, trip timeto et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusdaand nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin variability porendam doluptas ma pra American Canyon Road


Benefit Header 3 from Improvement


Reduces delay for buses caused by intersections, reducing travel time and variability

Legend

NOT TO SCALE


American Canyon Road

-30 to -45 seconds per direction (approximately) Donaldson Way

Cost


Time-frame


Legend



NOT TO SCALE

Donaldson Way

Coordination with Caltrans on signal modifications, acquisition of right-of-way at American Canyon Road

Napa Junction Rd


Legend

NOT TO SCALE


Napa Junction Road

95


H.2 Napa Queue Jumps on State Routes SECTION TITLE

Description: Implement queue jumps at SR-29 & SR-12/Airport Boulevard in Napa.

Header 1

Operating Changes

Capital Body Copy... Vitat quasInfrastructure cusam seque sus,Improvements sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda • Implement nus, si ullictotasqueue escia veliae arum et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, None jumps atvendam, SR-29 &toSRnamende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin 12/Airport Boulevard (Napa): porendam doluptas ma pra »» Northbound Direction (Route 29): Implement queue jump lane in right hand through lane. » » Southbound Direction (Route 29): Con• Bullets struct a dedicated queue jump lane acHeader 3 cessed from the right turn lane. This would require modifying the signal pole location. »» Install equipment on express buses to initiate TSP needed to utilize queue jumps

Header 2

levard

Airport Bou

NOT TO SCALE

S Kelly Rd

Legend ( !

( !


96


H.2 Napa Queue Jumps on State Routes (Continued) SECTION TITLE

Header 1

Need

Reduce the impact of congestion on trip time and variability Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Benefitnisfrom delay aliti for buses caused bydita intersections, travel ressin namende rrumqua ersperibusda minis dolenimaReduces nam venimus denitissi cusae quiaecatusreducing re verspercipit time and variability Improvement porendam doluptas ma pra


-10 to -15 seconds per direction (approximately)

Header 3


• Bullets

Cost



Coordination with Caltrans on signal modifications

Time-frame


Airport Boulevard

Legend

NOT TO SCALE


Airport Boulevard

97


SECTION I. ParkingTITLE Near Soscol Gateway Transit Center Header I.1 Wine1Train Parcel West of Soscol Gateway

Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Description: Partner with Wine Train to provide additional parking for Soscol Gateway Transit Center at mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, the existing Train parking lot. namende rrumquaWine ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

Project Location



• Resurface the existing lot on the Wine Train parcel at 760-766 Soscol Ave.

Header 3

Operating Changes 3rd St

None

4th St

col

St

Sos

Burnell

Ave col

Sos

3rd St

PARCELS_PUBLIC

Ave

egend

4th St

6th St

Ridership


Route 21 Route 25 Route 29

7th St

City-Owned Lot

Legend NOT TO SCALE

8th St

Existing Wine Train parking lot

98


I.1 Wine Train Parcel West of Soscol Gateway (Continued) SECTION TITLE

Header 1

Expand park and ride opportunities Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Benefitnisfrom Increased park & ride capacity at Soscol Gateway Transit Center porendam doluptas ma pra

Improvement



Header 3

N/A $1,395,700 estimated total capital cost


Note: An agreement may be reached with the Wine Train for shared use of the parking lot, which may greatly reduce the cost of this improvement Coordination with Wine Train on use of parcel for public park & ride Medium-Term (3-5 Years)

99


I.2 City-Owned Lot in Downtown Napa SECTION TITLE Description: Partner with the City of Napa to provide additional parking for Soscol Gateway Transit

Header 1 City-owned lot located at the northeast corner of 3rd Street and the Wine Train tracks. Center at the Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, Project Location namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Capital Infrastructure Improvements porendam doluptas ma pra

• Pave parking lot on City of Napa parcel at 726-738 3rd Street. Header 2 • Explore future options for expanded • Bullets parking capacity at this location (e.g. Header 3 garage) to share between NVTA parking and City of Napa

3rd St


4th St

Burnell

Ave col

Sos St

_PUBLIC

6th St

3rd St

Sos


col Ave

City-Owned Lot

4th St

8th St

Legend NOT TO SCALE

7th St

Existing city-owned lot

100


I.2 City-Owned Lot in Downtown Napa (Continued) SECTION TITLE

Header 1

Expand park and ride opportunities Need Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin Benefitnisfrom Increased park & ride capacity at Soscol Gateway Transit Center porendam doluptas ma pra Improvement



Header 3

N/A $836,200 estimated total capital cost

Cost

Note: An agreement may be reached with the City of Napa for shared use of the parking lot, which may greatly reduce the cost of this improvement


Coordination with City of Napa on improvements to parcel, use as a park & ride, and pedestrian improvements

Time-frame


101


4.3 Operating Plan SECTION TITLE In the short-term, it is recommended that Routes 29 and 11X run, at a minimum, every hour throughout the day. In the

long-term, it is recommended that Routes 11X and 29 run every half-hour during peak periods, if demand warrants, and Header 1 the day. In both the short and long-term, it is recommended that Route 10X provide only peak period hourly throughout

serves ascusam an overlay tosus, Route one to two trips being duringuamenda each peak. It is recommended that Bodyservice Copy...(it Vitat quas seque sedi10), autwith volori nonsequi dolest, temprovided facculp arciliq venient iataectur? Ovitate Route 21 maintain its existing frequency the short-term. In the it islabor recommended that 21A 21B mposanda nus, si ullictotas escia veliae arum in vendam, to et untur? Ihitlong-term, eatquaes et rem rem quis reRoutes pererion etand dolore, each run with the same frequency as the existing route 21, essentially doubling number of trips into Solano County. namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusaethe dita quiaecatus re verspercipit ressin Route 25 is being for elimination in the short-term; the long-term frequency will be dependent on the funding porendam doluptas maconsidered pra available and the ridership demand generated in Sonoma County.

Header 2 from 2015 on-time performance data that a large number of trips were departing late from the trip origin It was observed

stop. This is likely due to late arrivals from the preceding trip. Trips that are consistently departing late may benefit from • Bullets additional schedule time for the preceding trip, additional layover time between trips, or a change in scheduled departure. Header 3 It is recommended that express bus schedules be adjusted to accommodate this needs while providing the recommended frequency of service listed above and accommodating key transfer patterns. Key timepoint transfers include the following: • Route 10 Express with Route 29 (near-term)/Route 11 Express at Soscol Gateway Transit Center »» Connects Calistoga, Vallejo Ferry Terminal, and El Cerrito Del Norte BART • Route 10 Express with Route 29 (long-term) at Redwood Park & Ride »» Connects Calistoga and El Cerrito Del Norte BART • Route 29 (long-term) does not serve Downtown Napa so it is recommended to implement a timed connection with an existing local route that does. Possible options include Route 3 at Imola Park and Ride • Route 11 and Route 21 at Soscol Gateway Transit Center »» Connects American Canyon and Solano County • BART to Route 29 at El Cerrito del Norte BART »» Provide short transfers for afternoon/PM trips The adjustment of route schedules, in addition to capital and operating improvements, provide decreases in transit travel time which enable riders to travel farther distances. Figures 4-3 through 4-5 provide a comparison of travel times within the existing and proposed long-term regional transit system in and around Napa County. Based on the recommended frequencies of service listed above and estimated travel times of the proposed routes, the number of buses needed for each route was assessed and is summarized in Table 4-2.

Table 4-2: Short-Term and Long-Term Bus Requirements Route

# of Buses Required Short-Term

Long-Term

10X

1

1

11X

4

4

21

2

-

21A

-

2

21B

-

2

25

-

2

29

4

8

102


udy

Figure 4-3: Transit Travel Time Comparison from Soscol Gateway Transit Center Woodland Woodland

Healdsburg Healdsburg

Calistoga Calistoga Davis

Windsor

Davis

Windsor West Sacramento Sacramento

St. Helena

St. Helena

Dixon

Santa Rosa Dixon

Santa Rosa

Yountville

Laguna Yountville Rohnert Park

Vacaville

Rohnert Park

Vacaville

Napa Napa Fairfield

Petaluma

Fairfield

Petaluma Galt

Suisun City

American Canyon


Vallejo Novato

Bay Point Martinez

Pinole

San Anselmo San Rafael

Richmond El Cerrito

Mill Valley

Albany Berkeley

Orinda

Piedmont Oakland San Francisco

Existing

Daly City

Pittsburg

Alameda

Larkspur

Albany Berkeley

30 Minutes

Lathrop

Oakland San Francisco


Piedmont Manteca

Tracy

Clayton

Brentw


Moraga

Danville 60 Minutes Blackhawk-Camino Tassajara

Dublin

Orinda

Pittsburg Antioch Oakley


San Pablo


Alamo

Martinez

Pinole

Richmond El Cerrito

Mill Valley

Travel Time Starting Point

San Ramon San Leandro

San Anselmo San Rafael Stockton

LEGEND Brentwood

Clayton


Moraga

Vallejo

Novato

Bay Point Antioch Oakley


San Pablo

Larkspur

Suisun City

Alameda

Alamo Danville Blackhawk-Camino Tassajara San Ramon

Ripon NOT TO SCALE

Salida Daly City Livermore Esri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors, and the GIS user community

San Leandro

WithFIGURE Recommended Improvements 15

Transit Travel 103 Times from Soscol Gateway Transit Center

Dublin Livermore


udy

Figure 4-4: Transit Travel Time Comparison from Calistoga Woodland Woodland


Davis

Windsor

Davis


Dixon

Santa Rosa Dixon

Santa Rosa

Laguna

Rohnert Park

Vacaville

Rohnert Park

Vacaville

Napa Napa Fairfield

Petaluma

Suisun City

Novato

Bay Point Martinez

Pinole

Larkspur

Richmond El Cerrito

Mill Valley

Albany Berkeley

Orinda

Pittsburg

Clayton


Moraga Piedmont Oakland San Francisco

Bay Point

Alameda

Brentwood

Alamo

Existing

Albany Berkeley

Orinda

Lathrop

Piedmont Oakland

Manteca

San Francisco

90 Minutes Tracy

Brentw

Alameda


Ripon NOT TO SCALE


San Leandro

With Recommended Improvements

104

Clayton


Moraga

30 Minutes



San Pablo Richmond El Cerrito

Mill Valley


Dublin

Martinez

Pinole


Non-NVTA Transit Daly City

Larkspur

LEGEND



San Anselmo San Rafael Stockton

Antioch Oakley


San Pablo

Suisun City

Vallejo

Lodi Novato

Vallejo

San Anselmo San Rafael

Fairfield

Petaluma Galt

FIGURE 16 Transit Travel Times from Calistoga

Dublin

Livermore Esri, HERE, DeLorme, M


udy

Figure 4-5: Transit Travel Time Comparison from American Canyon Woodland Woodland


Davis

Windsor

Davis


Dixon

Santa Rosa Dixon

Santa Rosa

Laguna

Rohnert Park

Vacaville

Rohnert Park

Vacaville

Napa Napa Fairfield

Petaluma

Suisun City

Lodi

Vallejo Novato

Bay Point Martinez

Pinole


Richmond El Cerrito

Mill Valley

Albany Berkeley

Orinda

Moraga Oakland San Francisco

Pittsburg

Clayton


Piedmont

Alameda

Existing

San Anselmo San Rafael Stockton Larkspur

LEGEND

Brentwood

Mill Valley

Alamo

Richmond El Cerrito Albany Berkeley

Orinda

30 Minutes Lathrop

Oakland San Francisco

90 Minutes Tracy

Alameda


San Leandro

With Recommended Improvements

FIGURE 17 105 Transit Travel Times from American Canyon

Brentw


Ripon NOT TO SCALE

Clayton


Piedmont Manteca



San Pablo

Moraga


Dublin

Martinez

Pinole


Non-NVTA Transit Daly City

Vallejo

Novato



Suisun City

Bay Point Antioch Oakley


San Pablo

Fairfield

Petaluma Galt

Dublin

Livermore Esri, HERE, DeLorme, M


SECTION 5. EVALUATION TITLE OF POTENTIAL IMPROVEMENT OPTIONS Header 1 BodyPrior Copy... Vitatdevelopment quas cusam of seque sus, sedi autthe volori nonsequi dolest, tem afacculp uamenda venient Ovitate to the improvements, project team established set of arciliq evaluation criteria basediataectur? on community, mposanda nus, siand ullictotas veliae The arum vendam, of to potential et untur? improvement Ihit eatquaes et labor consisted rem rem quis re pererion et dolore, stakeholder, agencyescia priorities. evaluation options of both qualitative and namende rrumqua ersperibusda nis minis dolenima namdevelopment venimus aliti denitissi cusae ditaidentification quiaecatus reofverspercipit ressin quantitative analysis. Quantitative analysis included of cost estimates, property acquisition porendam ma praof changes in service levels. Qualitative analysis included consideration of potential demand for needs,doluptas and estimates transit, traffic impacts, environmental risks, and consistency with regional and local plans. Improvement projects were then evaluated on a high-medium-low scale against these criteria. The project team developed conceptual layouts of major capital improvements to create cost estimates and estimated operating costs by assuming new service plans for any • Bullets operational improvements. These layouts and cost estimates are provided in Appendix D.

Header 2 Header 3

5.1 Evaluation Criteria

The following criteria will be utilized as part of this evaluation: • Existing and Potential Transit Demand »» Ridership »» Access to Transit • Transportation Network »» Travel Times »» Transit Reliability »» Traffic Impacts »» Transit Operations and Maintenance »» City/Caltrans Operations and Maintenance • Consistency with Regional and Local Plans • Environmental Considerations »» Environmental Risks »» Communities of Concern • Cost and Implementation »» Right-of-Way Impacts »» Operations & Maintenance Costs »» Capital Costs »» Construction Impacts • Safety »» Bicycle and Pedestrian Safety »» Vehicular Safety • Timeframe to Implementation Detailed definitions of the ratings for each criterion are provided in Table 5-1.

5.2 Evaluation Results

Each improvement project was rated on a high-medium-low scale for each of the above criteria. A summary of the evaluation ratings given to each improvement project is provided in Table 5-2. Detailed information on these ratings can be found in Appendix E.

106


Table 5-1: Evaluation Criteria High

Medium

Low

Evaluation Methods & Performance Metrics Used

Ridership

Potential for moderate or greater increases in transit ridership.

Improvement would have minimal or no impact on ridership, or makes changes that only indirectly impact ridership.

Improvement could potentially decrease ridership or demand.

Qualitatively estimate potential ridership effects

Access to Transit

Moderate to significant improvements to transit riders' ability to access transit stops and transit service.

Improvement has minimal impact on transit accessibility.

Causes deterioration in transit accessibility.

Qualitative assessment of impacts on transit access

Travel Times

Improvement decreases passenger travel times via faster routes or improved transit connectivity.

Minimal increase or decrease in travel times for transit users.

Increases travel times for transit users.

Estimated change in travel times

Transit Reliability

Improvement increases reliability of transit service.

Negligible or no change in reliability of transit service.

Deterioration in reliability of transit service.

Qualitative assessment based on existing trip reliability metrics

Traffic Impacts

No impacts to vehicular traffic.

Slight increases in vehicle delay in select locations.

Significant circulation changes and/or major increases in delay for vehicular traffic.

Estimated effect on capacity and congestion based on field observations and provided traffic data

Transit Operations & Maintenance

Negligible or no additional operations or maintenance effort required on behalf of transit agencies.

Some additional operations or maintenance effort required by transit agencies.

Improvement increases operational footprint of transit agencies with additional routes or services; improvement requires additional maintenance.

Qualitative assessment based on changes in capital infrastructure

City/Caltrans Operations & Maintenance

Improvement requires negligible or no additional operations or maintenance effort on behalf of local cities or Caltrans.

Some additional operations or maintenance effort required by local cities or Caltrans.

Significant operations and/or maintenance effort required by local cities or Caltrans to implement and maintain improvement.

Qualitative assessment of operations/ maintenance efforts required for new facilities or technology

Directly contributes to local and regional planning goals.

Impacts do not contribute or detract from planning goals.

Improvement is counter to local and regional planning goals.

Qualitative assessment of improvement's consistency with planning goals

Environmental Risks

Unlikely to cause environmental impacts.

Improvement has the potential to cause environmental impacts and require further study.

Likely to cause environmental impacts; environmental study required.

Qualitative assessment of potential environmental risk factors and subsequent study requirements

Communities of Concern

Improvement is located in or benefits communities of concern identified in countywide transportation plan.

No positive or negative impact to communities of concern.

Improvement has negative impacts which are concentrated on communities of concern.

Qualitative assessment of improvement impacts on communities of concern

Right-of-way Impacts

No additional right-of-way needed, or very low cost of land acquisition. Minimal acquisition risk due to right-of-way being needed in few locations.

Operating & Maintenance Costs

Improvement incurs a reduction in operating and maintenance cost or creates cost savings.

Negligible or no change in operating and maintenance costs.

Increases operating and maintenance costs.

Estimated change in revenue hours or revenue miles

Capital Costs

Minor capital costs, or capital costs can be easily captured within existing budgets.

Medium capital costs.

Significant capital costs. Will require major funding efforts to implement.

Rough order of magnitude of capital cost of improvement

Construction Impacts

Minor impacts, such as temporary closures.

Short-term or moderate impacts to transit or roadway operations.

Longer-term or significant impact to transit or roadway operations.

Qualitative assessment of construction impacts

Bicycle & Pedestrian Safety

Improvement benefits bicycle and/or pedestrian safety.

Negligible or no change in bicycle and/or pedestrian safety.

Deterioration in bicycle and/or pedestrian safety.

Qualitative assessment of bicycle/pedestrian safety impacts

Vehicular Safety

Improvement benefits vehicular safety (i.e. reduced speeds, reduced conflict points).

Negligible or no change in vehicular safety.

Deterioration in vehicular safety.

Qualiltative assessment of vehicular safety impacts

Short-Term

Mid-Term

Long-Term

Implementation feasible within 0-2 years.

Implementation feasible within 3-5 years.

6+ years needed for implementation.

Category

Existing and potential transit demand

Transportation Network

Consistency with regional and local plans

Environmental considerations

Cost and Implementation

Safety

Timeframe to Implementation

Moderate assessed value of required land acquisition. High assessed value of required land acquisition. High Medium acquisition risk due to a moderate number of acquisition risk due to a high number of parcels or property property owners or parcels. owners involved.

107

Total land area; number of properties and property owners

Qualitative assessment of implementation timeframe based on cost, construction timeline, and other risk factors


◑= High ●= Medium ○ = Low

Table 5-2: Evaluation Results Project Number

Existing and potential transit demand Name

Transportation Network

Ridership

Access to Transit

Travel Times

Transit Reliability

Traffic Impacts


City/Caltrans Operations & Maintenance


Cost and Implementation


Environmental Risks


Right-of-way Impacts


Safety

Capital Costs

Construction Impacts


Vehicular Safety


A. Route 21 Service Changes A.1

Route 21 ShortTerm Service Changes

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A.2

Route 21 LongTerm Service Changes

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B. Route 21 Stop Changes B.1.A

Napa Valley College Stop Option A

B.1.B

Napa Valley College Stop Option B

◑ ◑

B.1.C

Napa Valley College Stop Option C

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B.1.D

Napa Valley College Stop Option D

B.2

Stop Improvements at Devlin & Airport

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Medium-Term Medium-Term Long-Term Short-Term Medium-Term

C. Route 25 Service Changes C.1

Addition of Downtown Petaluma and Sonoma Stops

Long-Term

D. Route 25 Stop Changes D.1

Downtown Napa Stop

D.2

Imola Park & Ride Improvements

Short-Term Medium-Term

E. Route 29 Service Changes E.1

Split Route 29 into 29/10X/11X

Short-Term Long-Term

F. Route 29 Stop Changes F.1

Yountville Stop Modifications

108

Medium-Term


◑= High ●= Medium ○ = Low

Table 5-2: Evaluation Results (Continued) Existing and potential transit demand

Project Number

Name

F.2

American Canyon Post Office Stop Modifications

F.3

American Canyon Park & Ride

F.4

SR-37/Fairgrounds Park & Ride

F.5

Curtola Park & Ride

F.6

Transportation Network City/Caltrans Operations & Maintenance



Environmental Risks


Cost and Implementation Right-of-way Impacts


Capital Costs

Safety Construction Impacts


Vehicular Safety


Ridership

Access to Transit

Travel Times

Transit Reliability

Traffic Impacts


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Medium-Term

Redwood Park & Ride Stop Modifications

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Medium-Term

F.7

St. Helena Post Office Stop Modifications

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Medium--Term

F.8

St Helena Park & Ride

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Medium-Term Long-Term

Short-Term

G. Transit Signal Priority G.1

TSP - SR-29 North of Napa

G.2

TSP - Route 29 South of Napa

G.3

TSP - Route 12, 121, 221

Medium-Term Medium-Term Medium-Term

H. Queue Jumps H.1

American Canyon Queue Jumps

H.2

Napa Queue Jumps

Medium-Term Medium-Term

I. Parking Near Soscol Gateway Transit Center I.1

Wine Train Parcel West of Soscol Gateway

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I.2

City-Owned Lot in Downtown Napa

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Medium-Term

109


5.3 Financial Analysis SECTION TITLE As part of this study, the project team has identified potential funding opportunities for the improvements recommended in

this study. This section provides a list of potential funding sources. To develop this list, a range of federal, state, regional, and

Header local funding 1 sources were reviewed, focusing on the types of funds that are most likely to be appropriate within the Napa

Bodycontext. Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas pra Study identifies a range of improvements for Vine Transit’s Express Bus service. At this time, The Express Busma Corridor

5.3.1 Project Needs Summary

improvement costs are only estimates and will require adjustment as preliminary engineering and final design occur. The

Header selection of2 specific alternatives and phasing for the improvements must also occur before total costs are determined; however, many of the projects can be implemented separately as priorities and available funding permit. • Bullets

The Express Header 3 Bus Corridor Study has identified short-term capital needs for streamlining routes and expanding express bus

service to additional access points at an estimated $1.4 million. Medium-term capital needs are estimated at $19 to $23 million, depending on which Napa Valley College and Soscol Gateway Transit Center parking improvements are selected. Although total changes to operating costs are not known at this time, many of the medium-term improvements – such as measures to reduce travel time, increase bus reliability, and expand service accessibility through additional park & rides, route optimization, and priority roadway treatments – are also associated with annual operating cost savings. Such savings in operating costs may allow for reallocation of funds to pay for other priorities. The only recommended long-term capital improvement, at Napa Valley College, would cost an estimated $9.5 million. However, this improvement would be duplicative with other improvements at the College included in the short-term and medium-term improvements list. The following section provides an evaluation framework for transit funding sources for the Express Bus Corridor Study improvements.

5.3.2 Evaluating Transit Funding Sources Due to diminished and limited funding, transit typically requires a patchwork of federal, regional, and local funding sources in addition to farebox revenues. In many cases, transit projects must receive local match funding in order to compete for state and federal sources. Transportation agencies must cobble multiple funding grants or sources to be able to cover capital and operating costs and improvements. To enable an effective funding strategy for a new or expanded service or program, funding sources should be evaluated based on criteria that allow for prioritization and identification of preferred sources. Evaluation criteria include the following: • Source of funds: »» Is the source local, state, or federal? Who is the administering agency? »» Do all users pay or only new development or visitors? • Use of funds/eligible expenses: »» Can the source of revenue be used only for capital costs, ongoing (operating) costs, or both? »» Can the revenues be used to pay back debt financing? • Revenue characteristics: »» Is the revenue source stable? »» Is the amount of funds available enough to cover a significant portion of costs? • Timing and distribution: »» Is the source competitive or distributed by formula allocation? »» How difficult is it to obtain approval? What type of application is required? • Legal and political considerations:

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»» Are there potential legal challenges to using the revenue source? SECTION TITLE »» Are there political hurdles to the use of the revenue source? The relative weight of the above criteria will depend on factors such as policy priorities, the type of project being funded,

Header 1 of funding needed. Although there is not a universal formula for which criteria are most important, some and the magnitude criteria take precedence. if theredolest, are significant legalarciliq challenges for using a revenue source, it Bodyevaluation Copy... Vitat quas may cusam seque sus, sedi For autexample, volori nonsequi tem facculp uamenda venient iataectur? Ovitate may be eliminated from consideration before other criteria are evaluated. mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, namende rrumqua ersperibusda nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin porendam doluptas ma pra

5.3.3 Transit Funding Sources Descriptions

This section provides descriptions of a range of funding sources that may be used to implement the types of bus

Header 2 included in the Vine Transit Express Bus Corridor Study. VTA already receives funding from many of the improvements

following sources. Table 5-1 provides a more detailed evaluation of each source’s eligibility for the proposed improvements, • Bullets including whether NVTA is a current recipient of these funds, and whether further action is required.

Header 3 Federal Sources

Federal Transit Administration (FTA) Programs and Sources • FTA 5307 Urbanized Area – The Urbanized Area Formula Funding program provides grants for operations, capital improvements, and transit planning in urbanized areas. • FTA 5310 Enhanced Mobility of Seniors & Individuals with Disabilities – Section 5310 provides competitive funding to improve mobility for seniors and individuals with disabilities. • FTA 5311 Rural Areas – The formula funding program for rural areas provides grants to states for operations, capital improvements, and transit planning in rural areas with populations of less than 50,000. • FTA 5311 (f) Intercity Bus Program – FTA requires that each state use 15 percent of FTA 5311 apportionment on intercity bus transportation. • FTA 5339 Buses and Bus Facilities Program – The Bus program provides competitive grants for capital improvements for expanding transportation access to employment, education, and healthcare, and improving transportation and accessibility. Congestion Mitigation and Air Quality Program (CMAQ) CMAQ provides funding to states and local governments for transportation projects and programs that contribute to air quality improvements and reduce congestion. This funding is distributed to Metropolitan Planning Organizations (MPOs), which in the San Francisco Bay Area is the Metropolitan Transportation Commission (MTC). MTC allocates CMAQ funding through a complex funding framework entitled the One Bay Area Grant Program (OBAG), which is described more fully below. Surface Transportation Block Grant Program (STBG) STBG provides funding to states and local governments for a wide variety of transportation projects, including transit capital projects such as intercity bus terminals. Like CMAQ funding described above, STBG is distributed to MTC, which allocates the funds through OBAG, as is described more fully below. Federal Funding Looking Forward As NVTA considers the use of federal dollars for Vine Transit Express Bus improvements, the present uncertainty around federal funding for transportation must be acknowledged. The most recent presidential administration budget blueprint, published in March 2017, has proposed significant cuts to the Department of Transportation’s budget. A large share of these cuts would result from the elimination of major transit programs; namely, the Capital Investment Program (which includes New Starts, Small Starts, and Core Capacity grants) and Transportation Investment Generating Economic Recovery, or TIGER, grants. Federal sources typically relied on by NVTA (FTA 5307, 5310, 5311, and 5339) have apparently not been specifically identified for elimination at this time. However, there remains much uncertainty around these potential changes and no decisions have been reached. NVTA

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should continue to monitor these federal sources as it moves forward with the Express Bus improvement strategy. SECTION TITLE

State of California Sources

Header 1 Regional Transportation Improvement Plan (RTIP) BodyThe Copy... Vitat Transportation quas cusam seque sus, sedi aut volori nonsequi tem facculptransportation arciliq uamenda venientplan iataectur? Ovitate Regional Improvement Program (RTIP) is adolest, five-year regional spending prepared by mposanda nus, si ullictotas escia veliae arum vendam, to et (RTPA), untur? Ihit eatquaes et labor rem quis re pererion et dolore, each region’s Regional Transportation Planning Agency which in the Bay Area rem is the Metropolitan Transportation namende rrumqua ersperibusda minis dolenima nam venimus alitimodes denitissi cusae dita quiaecatus verspercipit ressin Commission (MTC). The RTIPnis compiles capital projects across all of transportation that arere expecting funding from porendam doluptasState ma pra the California Highway Account – which relies primarily on the state excise tax on fuel – as well as from other federal and local sources.

Header 2 RTIP are short-term plans, and are usually a subset of the region’s long-term Regional Transportation Plan (RTP), which

• Bullets covers a 25 to 30-year period. In the Bay Area, the RTIP must be updated every two years, and once approved by the California Transportation Commission (CTC), RTIPs are included in California’s official State Transportation Improvement Header Program 3 (STIP). The most recent STIP was adopted in 2015, with amendments in 2016. The next RTIP/STIP round is to begin in the Fall of 2017. Due to overall state funding shortfalls, the 2015 RTIP initially submitted by MTC was amended with project cuts. This affected NVTA, as several highway improvement projects in Napa County were deferred. Therefore, in the new 2017 RTIP, the NVTA Board is prioritizing funding for these deferred projects. The NVTA Board is also dedicating any new potential additional funding to other highway projects (such as the Soscol Junction). Although the exact RTIP funding plan is dependent on the passage of Regional Measure 3 and Senate Bill 1 (described below), there is likely limited funding available for Vine Transit Express Bus improvement projects. Transportation Development Act Local Transportation Fund (TDA LTF) TDA is a major component of transit funding in California. The TDA authorized the Local Transportation Fund, which is generated from a quarter-cent portion of the general sales tax collected by individual counties across the state. Transportation Development Act State Transit Assistance (TDA STA) State Transit Assistance is a major funding source for transit in California. It is generated from the statewide sales tax on diesel fuel. Funds are distributed using both a revenue-based formula – these funds are distributed directly to transit operators – and a population-based formula – these funds are apportioned to MTC based on the Bay Area’s population. MTC determines how to use these funds. NVTA should monitor discussions happening with MTC in the Fall of 2017 regarding changes in the formula allocation for this funding source. Senate Bill No. 1 Recently passed by the California Legislature in April 2017, Senate Bill No. 1 (SB 1) authorizes new funding for transportation statewide. This represents a much-anticipated new pool of revenue for designated transportation improvements. In contrast to other new transportation funding passed in the last decade (Cap and Trade in 2008; Proposition 1B in 2006), SB 1 raises new funding by relying on transportation-related user fees. Projections estimate that SB 1 will raise $52.4 billion over 10 years, generated from the following sources: (a) 12-cent increase in the gasoline excise tax, bringing the total state gas tax to 30 cents per gallon; (b) 20-cent increase in the diesel excise tax; (c) 5.75 percent increase in the diesel sales tax, which feeds into STA funding; (d) a new vehicle registration surcharge fee; and (e) a $100 annual fee on zero-emission vehicles beginning in 2020. A wide range of transportation projects will be eligible for SB 1 funding, of which a significant share will include public transit operations and capital funding. it is expected that $7.5 billion will be dedicated to transit, statewide, over 10 years. The STA program, one of California’s primary transit funding sources, will benefit from a significant boost in potential total revenue because of its reliance on the diesel sales tax. As described above, the STA program is distributed based on revenue-based and population-based formulas. MTC predicts $250 million in additional funding for the STA statewide, which for the Bay Area would translate into an additional $70 million per year for transit from revenue-based STA formula and $24

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million per year from population-based formulas. A separate capital-only fund dedicated to modernizing transit vehicles and SECTION TITLE facilities would also be distributed using STA formulas. MTC projects $105 million per year for this specific fund, of which about $39 million per year would be granted to the Bay Area.

Header 1 used, the share allocated to Napa County is likely to be relatively small – approximately $41,000 per Given the formulas

in additional Somesus, of the mightnonsequi be available for improvements to the State Route 29 corridor, including Bodyyear Copy... Vitat quasrevenue. cusam seque sedifunds aut volori dolest, tem facculp arciliq uamenda venient iataectur? Ovitate improved transit access. However, NVTA should monitor discussions happening with MTC in the Fall of 2017 regarding mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, changes in the ersperibusda formula allocation for this funding source. Changes in the population-based STA formula could increase namende rrumqua nis minis dolenima nam venimus aliti denitissi cusae dita quiaecatus re verspercipit ressin the amount of transit funding allocated to Napa County – and potentially be used for Express Bus needs. porendam doluptas ma pra Cap and Trade Low Carbon Transit Operations Program (LCTOP)

Header 2 Established in 2014 as part of the Cap and Trade Transit, Affordable Housing, and Sustainable Communities Program, LCTOP • Bullets provides operating and capital assistance to transit agencies for reducing greenhouse gas emission and improving mobility, with a specific focus on serving disadvantaged communities. Transit agencies are eligible for funds based on a formula Header 3 allocation, as long as allocation requests fulfill the program’s requirements.

Bay Area Regional Sources One Bay Area Grant 2 County Program The One Bay Area Grant (OBAG) program is a funding and policy framework for the allocation of federal dollars (including CMAQ and STP, described above) to counties and various agencies across the San Francisco Bay Area. Adopted in 2015, OBAG 2 is the second round of the One Bay Area Grant program and will fund projects from FY 2017-2018 to FY 2021-2022. It has two components: a Regional Program, which funds a variety of regional level projects; and a County Program. Under the OBAG 2 County Program, Congestion Management Agencies (CMAs) are allocated discretionary funding that can be used for transit improvements. In the case of Napa County, NVTA administers OBAG 2 County Program funds (approximately $8 million). NVTA has already put out a draft list of recommended projects that, for the most part, do not include Vine Transit Express Bus improvements. One Bay Area Grant 2 Transit Performance Initiative (TPI) Program As described above, OBAG 2 has a Regional Program and a County Program. The Transit Performance Initiative (TPI) falls within the Regional Program, and is therefore administered directly by MTC. In the past, the TPI has offered grants for improving transit along major corridors and trunk lines in the Bay Area. Eligible improvements have included transit signal prioritization, passenger circulation improvements, and boarding/stop improvements – which are highly suitable for Vine Transit’s needs. NVTA recently received a TPI grant for electric bus improvements. However, based on recent conversations with MTC staff, the future inclusion of the TPI program in the OBAG funding framework remains uncertain. Regional Measure 3 Regional Measure 3 (RM 3) is a proposed regional measure to increase bridge tolls for the Bay Area's seven toll bridges. The availability of these funds is fully contingent on the passage of California Senate Bill 595, which would allow Regional Measure 3 to be placed on the 2018 or 2020 ballot, after which the measure would require a simple majority of voters to pass. Previous bridge toll increases occurred in 1998 (Regional Measure 1) and in 2004 (Regional Measure 2). These previous measures have been successful in supporting major transportation projects for the region. RM 2, in particular, invested $1.5 billion towards key transit projects to alleviate bridge congestion. These measures are intended primarily to fund transportation projects that benefit toll bridge corridors and fulfill other goals, such as regional prosperity, sustainability, and resiliency. In the case of RM 3, it has not yet been decided if the proposed increase will be $1, $2, or $3. The total amount of new funding raised would range from $1.7 to $5 billion over 25 years, depending on the toll amount. NVTA has identified a list of prioritized projects in preparation for the possible success of RM 3. This would include approximately $20 million for various multi-modal operational improvements on SR 29 between Carneros Highway and American Canyon Road, including Vine Transit Express Bus facilities, among other needs. Transportation Fund for Clean Air (TFCA)

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The Bay Area Air Quality Management District (BAAQMD) collects a $4 surcharge on cars and trucks registered within its SECTION jurisdiction and allocatesTITLE the revenue to the TFCA program. The program provides funding to projects that result in trip-

reduction and motor vehicle emission reductions. The TFCA has two components: a Regional Program, for which funds are distributed on a competitive basis by the BAAQMD, and a County Program, for which funds are distributed to CMAs by formula allocation. In the case of Napa County, NVTA administers these funds on a first-come, first-serve basis. Body Copy... Vitat quas cusam seque sus, sedi aut volori nonsequi dolest, tem facculp arciliq uamenda venient iataectur? Ovitate Lifeline Transportation Program mposanda nus, si ullictotas escia veliae arum vendam, to et untur? Ihit eatquaes et labor rem rem quis re pererion et dolore, The Lifeline Program supports transportation projects that result inquiaecatus improved mobility for low-income namende rrumqua ersperibusda niscommunity-based minis dolenima nam venimus aliti denitissi cusae dita re verspercipit ressin residents of the nine counties in the San Francisco Bay Area. This program’s funds originate from other sources like the STA, porendam doluptas ma pra FTA 5307, and Proposition 1B. This apportionment is carved out and distributed to CMAs based on a formula allocation. In Napa County, NVTA then administers these funds on a competitive basis.

Header 1

Header 2 Local • Bullets

Sources

Advertising Header 3

Revenue from shelter and bus advertisements represents an additional source of funding, but it is limited and uncertain. Fare-Box Revenues Fare-box revenues include fares paid by Vine Transit riders for service provision through cash and pass sales, and revenue collected from partners and local jurisdictions for Vine Transit and other services, including multiple community shuttles, the Yountville trolley, the Taxi Scrip, and the VineGo paratransit service. Revenues vary based on fare amounts and ridership levels. Partnerships Beyond direct governmental funding sources, transit improvements can be enabled by funding provided under agreements with non-profit, for-profit/corporate, institutional, local government, and transit agency partners. For example, NVTA and Vine Transit have leveraged partnerships with other transit agencies in Solano County and Sonoma County to strengthen their shared inter-city bus networks.

5.3.4 Potential Funding Strategies Table 5-3 evaluates potential funding strategies for the Vine Transit Express Bus Corridor Study and the eligibility of the recommended improvements. The matrix includes a description of each source’s administering agency, eligible expenses, funding timelines, approval requirements, and current use by NVTA (if applicable). The table also indicates which funding sources could be pursued for Vine Transit Express Bus improvements, specifying at a broad level whether these improvements would be eligible for funding under each source’s requirements.

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Table 5-3: Potential Funding Sources Source

Administering Agency

Eligible Expenses

Funding Timing and Distribution

NVTA Status and/or Eligibility of Proposed Improvements

Federal

FTA 5307 Urbanized Area

U.S. DOT FTA; administered by MTC

Capital, operations, planning

Formula funding received on a regular basis for NVTA’s existing services. Since funding is formulaAuthorized through FY 2020 under the FAST based and already allocated to existing services, Act. Recurring funding is available through does not provide opportunity for additional formula allocation. revenue to allocate towards express bus capital improvements.

FTA 5310 Enhanced Mobility of Seniors & Individuals with Disabilities


Capital and operations for paratransit/ transit for seniors and individuals with disabilities

Authorized through FY 2020 under the FAST Act. Funding is competitive on a multi-year cycle. Deadlines for FY 2015-2017 funding have passed.

FTA 5311 Rural Areas


Formula funding received on a regular basis by Capital, operations, and Authorized through FY 2020 under the FAST NVTA. Restricted to "Up Valley" non-urbanized areas. Does not provide opportunity for additional technical assistance Act. Recurring funding is available through revenue to allocate towards express bus capital projects for rural areas formula allocation. improvements.

FTA 5311 (f) NonUrbanized Area for Intercity Operations


Capital and operations for rural intercity bus service

Formula funding received on a regular basis by Authorized through FY 2020 under the FAST NVTA. However, formula funding has recently been reduced resulting in reassessment of funding Act. Recurring funding is available through priorities and not likely to be available for new formula allocation. capital and operating needs in near future.

U.S. DOT FTA

Capital, including rolling stock, busrelated facilities, and technology to modify low or no emission vehicles or facilities.

Authorized through FY 2020 under the FAST Act. Funding is available through both recurring formula allocations and competitive grants. FTA just released new call for projects for grant funding (2017) for the discretionary grant program.

FTA 5339 Buses and Bus Facilities Program

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Competitive funding could be pursued in the next cycle. Vine Transit Express Bus improvements eligibility: low to medium, given the grant's specific target population.

Formula funding received on a regular basis by NVTA. Competitive funding should be pursued in current or future cycles, as Vine Transit Express Bus improvement eligibility: high (if program is renewed).


Table 5-3: Potential Funding Sources (Continued) Source


Eligible Expenses



Federal

Congestion Mitigation and Air Quality Program (CMAQ)

U.S. DOT FHWA; administered by MTC

Surface Transportation U.S. DOT FHWA; Block Grant Program administered by (STBG) MTC

Capital and operations

Authorized through FY 2020 under the FAST Act. Funding is available to Metropolitan Planning Organizations (MPOs) through Funds are distributed by MTC. See OBAG 2 formula allocation. This funding is Regional and County Programs, below. then distributed through both formula allocations and competitive grants via the OBAG 2 Regional and County Programs.

Capital, including busrelated facilities

Authorized through FY 2020 under the FAST Act. Funding is available to Metropolitan Planning Organizations (MPOs) through Funds are distributed by MTC. See OBAG 2 formula allocation. This funding is then Regional and County Programs, below. distributed through formula allocations and competitive grants via the OBAG 2 Regional and County Programs. State of California

Prepared by MTC and Regional approved by Transportation the California Improvement Program Transportation (RTIP) spending plan Commission (CTC).

Capital, including busrelated facilities

Five-year regional transportation spending plan prepared by MTC, which compiles capital projects across all modes of transportation that are expecting funding from the California State Highway Account (state excise gas and diesel tax). Discussions within NVTA are underway regarding the 2017 RTIP update.

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The NVTA Board is prioritizing 2017 RTIP funds to highway improvement projects. The availability of funding for Vine Transit Express Bus improvements are unlikely for the next one or two cycles.




Eligible Expenses



State of California Approved by the California Legislature in April 2017. Of the $52.4 billion expected to be raised over the next 10 years, $7.5 billion is currently dedicated to local agencies for transit operations and capital improvements. Most funding for public transportation will be available through formula allocation, similar to those used for STA funding.

New funding source. Formula funding will be received by VTA. However, given the formulas used, the share allocated to Napa County is likely to be relatively small. Some of the funds might be available for improvements to the SR 29 corridor, including improved transit access. Vine Transit Express Bus improvement eligibility: high. NVTA should monitor discussions happening with MTC in the Fall of 2017 regarding changes in the formula allocation, which could provide additional funding to Napa County.

Cap and Trade Low Carbon Transit Operations Program (LCTOP)

Capital, operations: new or expanded bus services and transit facilities. At Caltrans and least 50 percent of California Air Resources Board funds must be spent on projects that benefit disadvantaged communities (DACs).

Established in 2014. Funds are distributed directly to transit agencies using a formula allocation, as long as agencies submit appropriate Allocation Requests. FY 20162017 funding was recently awarded to NVTA for procurement of zero-emission buses.

Formula funding received on a regular basis by the NVTA. NVTA should continue to submit annual Allocation Requests, as Vine Transit Express Bus improvements display high eligibility. Napa County does not have any EPA defined DACs. As such, the rules regarding DAC-specific allocation do not apply to NVTA.

Transportation Development Act Local Transportation Fund (TDA LTF)

State of California; administered by counties


Established in 1971. Funds are collected by counties based on their general sales tax.

Funding received on a regular basis by NVTA. Vine Transit Express Bus improvements eligibility: high.

Transportation Development Act /State Transit Assistance (TDA STA)

State of California; administered by MTC and transit operators


Established in 1971. Funding is available through formula allocation. NVTA should monitor discussions happening with MTC in the Fall of 2017 regarding changes in the formula allocation.

Funding received on a regular basis by NVTA. Vine Transit Express Bus improvements eligibility: high.

State of Senate Bill No. 1 (SB 1) California; Capital and operations Various agencies

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Eligible Expenses



Bay Area Regional

One Bay Area Grant 2 County Program

One Bay Area Grant 2 Regional Program: Transit Performance Initiative (TPI).

Regional Measure 3

MTC; administered by CMAs

MTC

MTC

Capital

OBAG is a funding and policy framework for the allocation of federal dollars to counties and various agencies across the San Francisco Bay Area. OBAG 2 was adopted in 2015 and will allocate funding from FY 2017-2018 to FY 2021-2022. The OBAG 2 County Program funding is distributed to CMAs through formula allocation. NVTA was awarded approximately $8 million, which will be distributed on a competitive basis.

Funding received on a regular basis by NVTA. NVTA has discretion over the distribution of these funds and has released a draft list of recommended projects, of which Vine Transit Express Bus improvements are not included. Competitive grants should be pursued in future rounds. Vine Transit Express Bus improvements eligibility: medium to high.

Capital and operations for significant transit trunk lines.

OBAG is a funding and policy framework for the allocation of federal dollars to counties and various agencies across the San Francisco Bay Area OBAG 2 was adopted in 2015 and will allocate funding from FY 2017-2018 to FY 2021-2022. The TPI Program is a subset of the OBAG 2 Regional Program, which is administered directly by MTC. NVTA was recently awarded a grant for electric bus improvements.

Funding has been received by NVTA in the past for bus-related improvements. However, future inclusion of the TPI program in OBAG’s framework remains uncertain, and therefore, should not be relied upon for Vine Transit Express Bus improvements for the time being.


Vote expected in 2018 Primary or General Election. Funding would be allocated based on formula. Under RM 2, Napa received 2% of the total amount of funding; funding from RM 2 was used for Vine Transit capital and operations.

Potential new funding source. If passed by voters, formula funding would be received by NVTA. NVTA has already prepared a list of projects for eventual RM 3 dollars, some of which include Vine Transit Express Bus improvements.

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Eligible Expenses



Bay Area Regional Transportation for Clean Air (TFCA) Regional Program

Bay Area Air Quality Management District

Capital and operations that maximize air quality benefits and achieve emission reductions from motor vehicles.

60% of total TFCA funds are dedicated to the Regional Program competitive grants. Applications for Regional TFCA FY 2018 grants recently closed.

Competitive funding should be pursued in future cycles. Vine Transit Express Bus improvements eligibility: medium, given the focus on emission reductions.

Transportation for Clean Air (TFCA) County Program

Bay Area Air Quality Management District, administered by CMAs

Capital and operations that maximize air quality benefits and achieve emission reductions from motor vehicles.

40% of total TFCA funds are dedicated to the County Program and distributed to CMAs through formula allocation. Funding is then distributed by VTA on a first-come, first-serve basis. Applications for FY 2018 are underway (deadline September 2017).

Funding received on a regular basis by NVTA. Firstcome first-serve funding should be pursued in this cycle or future cycles. Vine Transit Express Bus improvements eligibility: medium.

MTC; administered by CMAs

Capital and operations for projects benefitting low-income communities (i.e. listed in Community-Based Transportation Plans).

Funding (which originates from STA, 5307…) is distributed to CMAs by formula allocation. CMAs then administer these funds through competitive grants. The last funding round, Lifeline Transportation Program Cycle 4, has expired (FY 20142016).

Lifeline Transportation funding has been received by VTA in the past. Future opportunities should be pursued. Vine Transit Express Bus improvements eligibility: medium, given the grant's specific target population.

Lifeline Transportation Program

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Eligible Expenses



Local Fare-box revenues

NVTA

Capital, Operations, Planning

Ongoing, varies with fare levels , ridership and partnership with local jurisdictions.

Funding received on a regular basis by NVTA. May be used to cover a portion of annual operating costs.

Advertising

NVTA


Ongoing contract for advertising.

Funding received on a regular basis by NVTA.

Ongoing.

Partnerships are an important component of NVTA’s funding strategy. Future partnership opportunities should be pursued. Existing and potential partners include cities within the service area, Napa Valley College, Solano County Transit, Sonoma County Transit, Capital Corridor/ Amtrak, BART, and the San Francisco Bay Ferry.

Partnerships

NVTA


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5.3.5 Recommended Next Steps SECTION TITLE The funding strategies included in Table 5-3 are intended as a menu of options for implementation of the improvements

under consideration in the Vine Transit Express Bus Corridor Study. The ability of NVTA to utilize any specific source or tool Header 1 will vary depending on policy priorities, funding availability, project competitiveness, phasing, and other described here

arrive atcusam the appropriate NVTAnonsequi will havedolest, to make a series of arciliq decisions about venient the implementation Bodyfactors. Copy... To Vitat quas seque sus,strategies, sedi aut volori tem facculp uamenda iataectur? Ovitate processnus, for si the improvement projects, including for theet improvements. specific alternatives are mposanda ullictotas escia veliae arum vendam,determining to et untur?phasing Ihit eatquaes labor rem remAs quis re pererion et dolore, selected, improvement costsnis areminis refined, and phasing for the improvements is determined, NVTAre will need to prepare namende rrumqua ersperibusda dolenima nam venimus aliti denitissi cusae dita quiaecatus verspercipit ressin to pursuedoluptas competitive funding sources. To do that NVTA will need to work with funding partners to position the Vine Transit porendam ma pra Express bus service improvements to receive state and federal funds.

Header 2 The implementation of the Vine Transit Express Bus service is categorized into three phases: short-term (0 to 2 years),

medium-term (3 to 5 years) and long-term improvements (6 or more years). Several of the most significant funding sources, • Bullets such as regional and federal grant programs, are competitive and/or programs with multi-year funding cycles and because Header of timing3 are not likely to work for short-term project needs. However medium to long-term project needs could be eligible for future cycles of listed funding sources and NVTA should continue to closely track and pursue funding from these programs. Similarly, RM3, if eventually passed, is an appropriate match for many of the medium to long-term improvements recommended in the Vine Transit Express Bus Corridor Study. It is also recommended that NVTA closely monitor discussions happening with MTC in the Fall of 2017 regarding changes in the formula allocation for the State Transit Assistance program, which could affect STA and SB 1 funding allocation. For short-term project needs, NVTA may need to consider reallocation of existing funding sources and discussions with existing and potential partners to identify additional funding sources. In addition, savings in operating costs may allow for reallocation of existing funding sources to pay for other priorities, including some capital expenditures.

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SECTION 6. CONCLUSION TITLE AND NEXT STEPS Header 1 6.1 Recommendations and Phasing

BodyFor Copy... improvements Vitat quas related cusam seque to thesus, Napa sedi Valley aut College volori nonsequi stop anddolest, the expansion tem facculp of parking arciliq uamenda at Soscol Gateway venient iataectur? Transit Center, Ovitate mposanda only one nus, ofsithe ullictotas many recommended escia veliae arum projects vendam, should to et beuntur? selected, Ihitateatquaes least in the et labor short-term. rem rem Among quis rethe pererion available et choices dolore, for namende improvements rrumqua ersperibusda at Napa Valleynis College minis dolenima (projects B.1.a nam venimus through B.1.d), aliti denitissi it is recommended cusae dita quiaecatus that Project re verspercipit B.1.d be implemented. ressin porendam It provides doluptas significant ma pratravel time reductions (approximately 4.5 minutes saved for northbound trips and 15 seconds saved for southbound trips) while having the lowest estimated total capital cost among the four recommended options.

Header 2two recommended options for expanding parking near Soscol Gateway Transit Center (projects I.1 and I.2), it is Between the • Bullets recommended that project I.1, which utilizes the Wine Train parcel west of the transit center to provide additional parking, be implemented. The primary reason for this recommendation is that the Wine Train parcel is located closer to the transit Header 3 thus provides better access to transit. center and

The estimated total capital cost of all five recommended short-term improvements is $1.4 million. Short-term improvements include streamlining routes to reduce travel time and variability and expanding express bus service to additional access points. The estimated total capital cost of all 16 medium-term improvements is $19-$23 million, depending on which improvements are selected for implementation at Napa Valley College and for expanded parking at Soscol Gateway Transit Center. Medium-term improvements include a variety of measures to reduce travel time, increase bus reliability, and expand service accessibility through additional park & rides, route optimization, and priority roadway treatments. The only recommended long-term capital improvement is project B.1.c at Napa Valley College, which costs an estimated $9.5 million. Note that this improvement would be duplicative with other improvements at the College included in the short-term and medium-term improvements list. The total cost of all improvements, assuming the Napa Valley College and Soscol Gateway Park & Ride options noted above is $20.6 million.

6.2 Implementation and Next Steps

The recommended improvements provide a number of benefits which achieve the objectives of this study. The provision of in-line stops and the removal of low-ridership stops reduces travel times and distances for express buses and ultimately reduce operating costs. Transit signal priority and queue jump improvements reduce travel time and increase bus reliability. The addition of new stops and stop amenities will increase the accessibility of transit to potential riders and improve the overall quality of service experienced by transit riders. Collectively, the improvements are anticipated to generate ridership growth by making the bus more competitive with the automobile and making it more convenient for users to access and utilize. The proposed projects may require different processes and may be implemented on different time frames. Once projects are selected for implementation, next steps will include the securing of funding, possible further stakeholder and public outreach, further design development, possible environmental clearance, and ultimately construction. For transit signal priority and queue jump improvements, next steps will also require coordination with and possibly formal agreements Caltrans regarding the modification and maintenance of traffic signals under their jurisdiction. Improvements which require the acquisition of right-of-way will require coordination with the property owners involved.

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SECTION 7. APPENDICES TITLE Appendix Header 1 A: Existing Conditions Memorandum Appendix Appendix Appendix Header mates2 • Bullets Appendix Header 3

B: Survey Summary Memorandum C: Needs Assessment Memorandum D: Improvement Concept Layouts and Cost Esti-


E: Evaluation Worksheets

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SECTION TITLE

Appendix A: Existing Conditions Memorandum

Header 1



Header 3

124

DRAFT

MEMORANDUM – DRAFT To:

Alberto Esqueda Napa Valley Transportation Authority

From:

Adam Dankberg, P.E. Kimley-Horn and Associates, Inc.

Date:

January 6, 2016

Subject:

Existing Conditions Summary, Vine Transit Express Bus Corridor Study

Introduction

Vine Transit operates eight local routes within the City of Napa and five regional routes that extend across County boundaries. Three of the regional routes are designated as express routes with connections to Solano County Transit, Sonoma County Transit, Capital Corridor/Amtrak, Bay Area Rapid Transit (BART), and the San Francisco Bay Ferry. A map of Vine Transit routes in the City of Napa is shown in Figure 1. A regional map showing all Vine Transit express routes and connections to other regional transit service is shown in Figure 2. The Napa Valley Transportation Authority (NVTA) conducts multi-modal planning, oversees funding, and manages Vine Transit operations. NVTA is conducting a study to determine if upgrading and expanding Vine Transit express bus service could be improved by providing faster, more efficient transit to key regional destinations on the county's main travel corridors, particularly for the growing number of workers that commute into and out of Napa County. Half of all Napa County residents work outside of the county, and half of all Napa County workers live outside of the county, highlighting the need for improved transportation connections across county lines. The study will identify solutions to optimize the express bus system, including route alignments and destinations, stop locations, infrastructure and technology enhancements to improve travel times, and fare structure. The goal of the Vine Transit Express Bus Corridor Study is to identify strategic investments that will improve the Vine Transit express bus system, encourage new ridership, and reduce overall highway congestion in Napa County. The objective of this memorandum is to summarize the existing operations of Vine Transit’s express bus service and to provide demographic information that will support the identification of potential express service changes. This memorandum includes documentation of route characteristics, an analysis of route performance, and a summary of Napa County trip characteristics and demographics.

DRAFT

Figure 1 – City of Napa Transit Map

DRAFT

Figure 2 – Regional Transit Map

DRAFT

This memorandum focuses on the three express routes, Route 21, 25, and 29. Additionally, local Routes 10 and 11 are considered for a subset of the analysis due to their overlap with Route 29.

Service Standards

The Napa County Short Range Transit Plan FY 2013-2022 (June 2013) (SRTP) identified four high level goals for transit service operated by NVTA (at that time known as the Napa County Transportation & Planning Agency). The goals include:    

Goal 1 – Serve the Public’s Mobility Needs Goal 2 – Operate Safe and Efficient Service Goal 3 – Use Agency Resources Effectively Goal 4 – Support the County’s Sustainability Goals

A set of measures and performance standards were identified for each goal. The measures and performance standards applicable to route-level evaluation of express bus routes are listed in Table 1 from Tables 5-1 through 5-4 of the SRTP).

DRAFT

Table 1 – Service Measures and Performance Standards Measure Percentage of bus stops with real time passenger information Percentage of trips operating on time (between 0 minutes early and 5 minutes late) Load factor Frequency of service Passengers per revenue vehicle hour Wait times between local buses and regional buses Farebox recovery ratio

Stop spacing

Scheduled miles per hour Service span Persons per square mile

Performance Standard 100% of major transfer points shall be equipped with real time passenger information Greater than 90% for local and regional fixed route service 1.00 (no standees)1 Regional: minimum shall be once every 2 hours2 Regional Fixed Route: 16 pax/hour3 Wait times between regional and local route should be 30 minutes or less in peak direction Fixed Route: 17%4 Regional (Urban): 1/2 to 1 mile depending on density or trip generators and attractors (such as school, shopping, medical) Regional (Rural): 1 to 2 mile depending on density or trip generators and attractors (such as school, shopping, medical) Should not drop below the current (spring 2013) average scheduled speed for the system as a whole and for local fixed route, regional fixed route and other service categories 6 AM to 7 PM (Monday to Friday) 3,000 – 4,000

Notes: Route 20 (no longer in service) and 29 was classified as Regional (Urban) and Route 25 was classified as Regional (Rural). Route 21 was planned but not in operation at the time of the SRTP. 1For purposes of measuring the Vehicle Load Factor for Regional Service, the Vehicle Load Factor shall be measured as the route enters the “non‐revenue area” and is operating closed‐door, which is generally on the freeway or highway. 2 This requirement is refined in Tables 5-5 and 5-9 to indicate that there is no mid-day service standard 3 The 16 passenger/hour goal is identified in Tables 5-1, 5-2, and 5-3 of the SRTP. However, Table 5-7 indicates a passenger activity standard of 7 passengers per hour for regional (urban) and 5 passengers per hour for regional (rural) service. 4 The 17% farebox recovery goal is identified in Tables 5-2, 5-3, and 5-4 of the SRTP. However, Table 5-8 indicates a 17% standard for regional (urban) service and a 15% standard for regional (rural) service.

The SRTP notes that service falling below the standard for all routes within its category will be analyzed for the following:   

Schedule adjustments, if service frequencies exceed the standards provided in this policy. Running time adjustments or minor route changes to improve efficiency or improve route performance. Route improvements, including route consolidation or through‐routing to improve efficiency and effectiveness.

DRAFT

 

Route discontinuance, should there be no other means to improve efficiency or provide a well-used transit product. Other actions, such as grant funded opportunities or targeted marketing, to improve route performance.

Service Levels

Vine Transit Routes 21, 25, and 29 operate exclusively Monday through Friday. All three routes operate in both directions all-day, albeit with limited mid-day frequency. Table 2 summarizes the service levels of each of the three routes. Table 2 – Service Levels Route Route 21 Route 25 Route 29

Span 5:33 AM – 7:31 PM 6:25 AM – 7:08 PM 4:33 AM – 8:45 PM

Round Trips per Day

Revenue Miles per Day

Revenue Hours per Day

Round Trip Length

Peak Scheduled Run Time

7

299 mi

16.4 hr

50.1 mi

125 min

7

213

10.0

35.6

82 min

15

1,128

39.8

137.6

165 min1

Source: August 2016 schedule. Revenue miles per day and revenue hours per day represent average for FY15-16 Note: 1 Peak scheduled run time shown for Transit Center to Transit Center. Four trips per day extend to/from Calistoga

Ridership

Express bus ridership by route is shown in Table 3. This information is useful when evaluating potential route changes, transfer points, and infrastructure improvements. A map summary of ridership by stop is shown for Vine Transit Routes 10, 11, 21, 25, and 29 in Figure 3. Table 3 – Ridership Route Route 21 Route 25 Route 29 Total

Riders per Day 78 40 267 386

Boardings/ Rev-Hr 4.8 4.0 6.7 5.8

Data represents average for FY15-16

Boardings/ Rev-Mi 0.3 0.2 0.2 0.2

DRAFT Figure 3 - Express Bus System Ridership by Stop Calistoga Calistoga @ Lincoln Bridge

( !

Yolo Napa St Helena Post Office

( !

Saint Helena

Yountville California Dr

! & Solano Ave (

Yountville

Vacaville

( !

Redwood Park & Ride

Sonoma Sonoma Plaza

Soscol Gateway

Napa

( !

Imola Park and Ride

( !

Sonoma

!Transit Center ( Gasser Dr & Ct ( Hartle ! Valley ( Napa ! College

Fairfield

Fairfield Transit Center

Corporate Dr

( !

( !

( !


( ! Hwy 12/29 Junction American Canyon

American Canyon Post Office

( !

Novato

Solano

Vallejo

( !


Legend Vine Transit Route 21

Marin


Martinez

Greenbrae

Contra Costa Richmond

( !

El Cerrito Del Norte BART

Albany


( !

High Ridership Stops (40 or More Daily Boardings/Alightings)

( !

Medium Ridership Stops (Between 8-40 Daily Boardings/Alightings)

( !

Low Ridership Stops (8 or Fewer Daily Boardings/Alightings)


DRAFT

Boardings by stop by route are shown in the Route Profiles included in Appendix A. The number of boardings by trip are included in Appendix B. The system experiences some seasonality, possibly due to school schedules and summer vacations. Average daily boardings for each month for the express bus system as a whole from July 2015 to June 2016 are shown in Figure 4.

Boardings per Day

Figure 4 – Boardings per Day by Month 500 450 400 350 300 250 200 150 100 50 0

Month (FY 15/16)

Ridership on the express bus network is focused in the morning and evening peak commute hours. Figure 5 depicts ridership by hour on the three express routes.

DRAFT

Figure 5 – Express Bus Boardings by Hour 60

Boardings

50 40 30 20 10 0 04

05

06

07

08

09

10

11

12

13

14

15

16

17

18

19

Hour

Boardings by hour on Routes 10 and 11 are shown in Appendix C.

Revenue and Fares

Table 4 summarizes the revenue received on each of the express routes. Table 4 – Total Monthly Revenue (Clipper + Cash Fares) Route Route 21 Route 25 Route 29 Total

Monthly Revenue $ 1,358.16 $ 581.93 $ 11,169.31 $ 13,109.40

Boardings 958 591 3,651 5,200

Revenue per Boarding $ 1.42 $ 0.98 $ 3.06 $ 2.52

Data from September 2015

Riders of the Vine Express bus network have a variety of fare payment options. Payment options include single-ride fares, 20-ride packs, and monthly passes. Reduced fares are available for senior, disabled, and youth riders. The Vine Transit network is included in the Bay Area Clipper system, although Clipper use is fairly low. Clipper use is shown in Table 5.

DRAFT

Table 5 – Clipper Use Route Route 21 Route 25 Route 29 Total

% of Boardings 2% 0% 17% 12%

Data from September 2015

Distribution of fares by rider type is shown in Figure 6. Distribution of fares by fare type is shown in Figure 7; all daily and monthly passes were grouped under the “period” fare type (includes clipper period passes). The “other” category includes fare types such as employee passes, Medicare passes, and free rides. A breakdown of these distributions by express route is included in Appendix D. Figure 6 – Boardings by Rider Type Youth 7% Senior 15%

Adult 78%

DRAFT

Figure 7 – Boardings by Fare Type Transfer Other 4% 4% 20-Ride 11%

Cash 52% Period 29%

Travel Time and On-time Performance

On-time performance measures how consistently a bus completes its scheduled route on time. “Ontime” is defined as a trip that is completed between zero and five minutes of the scheduled time. “Early” is defined as a trip that is completed prior to its scheduled time. “Late” is defined as a trip that is completed five minutes or later than its scheduled time. On-time performance is shown for each express route in Table 6 through Table 11. Note that for express routes, an early arrival may not be undesirable for the customer, as most of the boardings occur at the initial segments of the route. Table 6 – Route 21 Eastbound

Timepoint Soscol Gateway Transit Center Napa Valley College Fairfield Transportation Center Suisun Train Depot Average Data from August 2015

On-time Performance 65% 56% 77% 79% 69%

% Late 31% 9% 14% 20% 18%

% Early 4% 36% 9% 1% 12%

Avg Variance (min) 1.1 -1.7 1.4 3.1 1.0

Avg Variance if Late (min) 10.3 8.6 8.2 7.9 8.8

DRAFT

Table 7 – Route 21 Westbound

Timepoint Suisun Train Depot Fairfield Transportation Center Highway 12 & Highway 29 Napa Valley College Soscol Gateway Transit Center Average

On-time Performance 67% 81% 32% 16% 38% 47%

% Late 24% 4% 8% 4% 5% 9%

% Early 8% 15% 60% 80% 57% 44%

Avg Variance (min) 3.5 -0.7 -0.6 -3.9 -3.9 -1.1

Avg Variance if Late (min) 9.1 7.4 8.2 9.0 9.5 8.6

Avg Variance (min) 3.7 1.9 2.3 0.1 2.0


Avg Variance (min) 1.6 0.3 0.7 -3.0 -0.1



Table 8 – Route 25 Westbound

Timepoint Soscol Gateway Transit Center Gasser Dr & Hartle Ct Imola P&R Sonoma Plaza Average


% Late 25% 14% 16% 17% 18%

% Early 2% 19% 17% 2% 10%


Table 9 – Route 25 Eastbound

Timepoint Sonoma Plaza Imola P&R Gasser Dr & Hartle Ct Soscol Gateway Transit Center Average Data from August 2015


% Late 5% 7% 7% 4% 6%

% Early 7% 46% 42% 66% 40%

DRAFT

Table 10 – Route 29 Southbound

Timepoint Downtown Calistoga St. Helena City Hall Yountville Napa Valley College Redwood Park & Ride Soscol Gateway Transit Center American Canyon Post Office Vallejo Ferry Terminal El Cerrito del Norte BART Average

On-time Performance 69% 70% 60% 44% 52% 46% 41% 37% 60% 59%

% Late 30% 17% 20% 20% 21% 34% 46% 43% 22% 22%

% Early 2% 13% 20% 36% 27% 21% 13% 19% 18% 20%

Avg Variance (min) 3.4 1.7 1.9 1.5 0.9 2.9 4.7 4.3 0.9 1.9

Avg Variance if Late (min) 6.9 8.0 8.5 8.6 8.5 8.8 9.1 9.7 9.9 8.1

Avg Variance (min) 2.2 0.1 0.9 1.5 1.5 2.5 1.8 -0.2 -0.9 1.3

Avg Variance if Late (min) 9.0 8.6 8.1 8.3 8.1 8.3 8.4 8.0 9.4 8.4


Table 11 – Route 29 Northbound

Timepoint El Cerrito del Norte BART Vallejo Ferry Terminal American Canyon Post Office Napa Valley College Soscol Gateway Transit Center Redwood Park & Ride Yountville St. Helena City Hall Downtown Calistoga Average Data from August 2015

On-time Performance 60% 61% 65% 74% 80% 69% 68% 40% 83% 68%

% Late 22% 12% 13% 12% 12% 19% 17% 8% 17% 14%

% Early 18% 27% 22% 13% 8% 13% 15% 52% 0% 18%

DRAFT

Average time late for late buses is shown in Table 12. Table 12 – Average Minutes Late Route Route 21 Route 25 Route 29

Westbound

Average Minutes Late 9.5 min

Eastbound

10.3

Westbound

10.1

Eastbound

8.6

Northbound

9.1

Southbound

9.4

Direction

Data from August 2015 Only trips that arrive at their terminus late (five minutes or later than scheduled) are included in the calculation.

Although travel times by trip remain relatively consistent for Route 25, Route 21 and Route 29 travel times by trip vary greatly due to traffic conditions along the route. Table 13, Table 14, and Table 15 indicate the actual trip time for Routes 21, 25, and 29, respectively. Table 13 – Route 21 Trip Times

Westbound Trip Start Time Trip Duration 06:25 60 07:50 73 11:20 59 13:19 58 15:52 61 17:32 68 18:35 N/A1

Eastbound Trip Start Time Trip Duration 05:33 42 06:37 43 10:08 59 12:11 59 14:37 68 16:08 70 17:18 68

Data from August 2015 Note: 1 Insufficient data was available for indicated trip. Trip start times do not match current schedules.

DRAFT

Table 14 – Route 25 Trip Times Westbound Trip Start Time Trip Duration 06:25 34 07:15 33 09:41 33 11:56 34 14:30 33 16:15 37 17:40 33

Eastbound Trip Start Time Trip Duration 07:10 36 08:00 N/A1 10:30 33 12:45 35 15:15 36 17:07 38 18:35 33

Data from August 2015 Note: 1 Insufficient data was available for indicated trip. Trip start times do not match current schedules.

Table 15 – Route 29 Trip Times Trip Start Time 05:55 06:55 07:24 08:21 10:41 12:16 14:19 16:15 17:14 18:07 19:23

Northbound Trip Duration (El Cerrito Napa) 63 78 73 71 69 67 72 75 71 63 56

Trip Duration (Napa Calistoga) 49 57 64 62 58 -

Trip Start Time 04:44 05:18 05:37 06:47 07:55 09:09 09:14 10:44 13:04 14:31 15:40 16:37 16:48 19:00 19:50

Southbound Trip Duration Trip Duration (Calistoga (Napa – El Napa) Cerrito) 46 59 55 57 63 N/A1 61 N/A1 48 56 63 70 72 75 66 70 N/A1 N/A1 54

Data from August 2015 Notes: 1 Insufficient data was available for indicated trip. Trip start times do not match current schedules. Data not available for all northbound trips. Not all trips extend to Calistoga.

DRAFT

As shown in the tables, travel time takes substantially longer during the peak periods than the offpeak periods for Routes 21 and 29. Travel on Route 21 takes approximately 60 percent longer during the peak periods (westbound in the morning and eastbound in the evening). Travel on Route 29 to Calistoga takes approximately 25 percent longer during the peak periods than the off-peak periods. Travel on Route 25 is approximately 14 percent greater during peak periods in the eastbound direction and approximately 11 percent greater during peak periods in the westbound direction.

Vehicle Load

Vehicle load quantifies the number of people on board a bus at a given time. It reflects the balance of operational efficiency with customer comfort and safety. The maximum load for each route is indicated in Table 16, along with the trip with the maximum load. Load graphs by route are included in Appendix E. Table 16 – Maximum Load Route Route 21 Route 25 Route 29

Direction

Maximum Load

Trip with Maximum Load

Westbound

8.6

6:25 AM

Eastbound Westbound Eastbound Northbound

8.9 2.7 2.6 21.5

5:18 PM 2:30 PM 12:45 PM 4:15 PM

Southbound

14.1

6:47 AM

Maximum Load Point Fairfield Transportation Center Napa Valley College Imola PNR Sonoma Plaza Vallejo Ferry Terminal American Canyon Post Office


Transfers

A matrix depicting monthly transfers involving express bus routes is included in Table 17. Transfers between local routes are not shown. The following transfer points are available for express bus routes: 



Soscol Transit Center o Transfers are available between the five regional routes and six of the eight Vine Transit local routes Redwood Park-and-Ride o Transfers are available between regional Routes 10, 11, and 29 and local Routes 6, 7, and 8.

DRAFT

Table 17 – Transfers Route Issued From 1

Route 1

Route 2

Route 3

Route 4

Route 5

Route Issued To Route Route Route 6 7 8

Route 10 1

Route 11 11

Route 21 0

Route 25 0

Route 29 0

2

3

14

3

3

0

3

7

10

2

3

1

4

4

17

3

3

2

5

0

12

0

3

0

6

0

8

0

0

0

7

4

6

0

0

0

8

7

12

0

7

1

Total Transfers Issued

10

26

106

151

151

85

73

38

257

1

7

1

15

0

913

11

69

153

203

141

98

47

44

159

2

3

33

7

0

964

21

0

3

6

1

10

0

0

13

1

1

0

1

0

36

25

1

4

1

1

7

0

0

11

2

1

1

0

0

29

29 Total Transfers Received

12

14

6

3

9

2

0

15

5

0

0

7

0

73

37

102

43

49

4


DRAFT

   









Downtown Calistoga o Transfers are available between Route 10, Route 29, and the Calistoga Shuttle St. Helena City Hall o Transfers are available between Route 10, Route 29, and the St. Helena Shuttle Yountville Park-and-Ride o Transfers are available between Route 10, Route 29, and the Yountville Trolley Vallejo Ferry Terminal o Transfers are available between Route 11, Route 29, several SolTrans routes (Routes 5, 6, 80S, 85), and the San Francisco Bay Ferry (San Francisco Ferry and Bus Route 200). o Additional transfers are available a short walk away at the Vallejo Transit Center Bus Terminal to the following SolTrans routes: Routes 1, 2, 3, 4, 5, 6, 7, 78, 80, 80S, 85. Note that Vine Route 11 serves both the Ferry Terminal and the Transit Center Bus Terminal. El Cerrito del Norte BART o Transfers are available between Route 29, Bay Area Rapid Transit (BART), several AC Transit routes (Routes 7, 72, 72M, 72R, 76, L), WestCAT (Routes JL, JPX, JR, JX), Golden Gate Transit Route 40, SolTrans Route 80, and FAST Route 90. Fairfield Transportation Center o Transfers are available between Route 21, several FAST routes (Routes 1, 3, 5, 7, 20, 30, 40, 90), SolTrans Route 85, and Delta Breeze Route 50. Suisun City Train Depot o Transfers are available between Route 21, FAST Route 5 and Route 90, Delta Breeze Route 50, Greyhound, and Capitol Corridor. Sonoma Plaza o Transfers are available between Route 25 and several Sonoma County Transit routes (Routes 30, 30X, 32, 34, 38, 40).

Route maps for the El Cerrito del Norte BART Station, Vallejo Ferry Terminal, and Fairfield Transportation Center/Suisun City Train Depot are included in Appendix F. Table 18 shows the average scheduled time that passengers must wait to transfer between Vine express buses and other key transit services. Wait times were determined based on scheduled arrivals and departures that occur during peak hours. Late buses may result in shorter or longer wait times, or missed connections. Wait times were the highest for transfers to and from Sonoma County Transit buses at Sonoma Plaza; wait times transfers from FAST bus routes to Vine express buses were also high. The current Vine Transit standard for wait times between local and regional routes is 30 minutes.

DRAFT

Table 18 – Average Transfer Wait Times for Transfers between Vine Transit and Other Services Transfer Wait Time (Minutes) Transfer from Vine Transfer to Vine (Inbound (Outbound Trips) Trips)

Vine Express Bus Route

Other Route and Location

7-8 AM

5-6 PM

7-8 AM

5-6 PM

29

BART at El Cerrito del Norte

5

35

35

23

8

9

9

35

15

31

31

16

29 29

SF Bay Ferry at Vallejo Ferry Building SolTrans Route 78 at Vallejo Ferry Building (Requires 4 min walk to Vallejo Transit Center)

25

Sonoma County Route 30 at Sonoma Plaza

5/821

50

50

17

25

Sonoma County Route 40 at Sonoma Plaza

24

15

15

26

0/302

21

21

38

0/302

52

52

39

0/302

23

23

40

38

11

11

13

21 21 21 21

FAST Route 1 at Fairfield Transportation Center FAST Route 3 at Fairfield Transportation Center FAST Route 7 at Fairfield Transportation Center Capitol Corridor Train at Suisun City Station

Notes: Data based on published schedules as of October 2016 Highlighted transfer times are in excess of NVTA 30-minute standard 1. There are two separate arrivals of Route 25 buses within the peak hour. 2. Express bus arrival and transfer route departure scheduled at the same time. Ability for seamless transfer depends on on-time performance

Napa County Population and Demographics

NVTA recently completed several studies that document travel behavior for Napa County residents and employees. This information is summarized below. Past studies were supplemented with demographic analysis using 2014 American Community Survey (ACS) data and 2014 LEHD OriginDestination Employment Statistics (LODES) Workplace Area Characteristic data.

DRAFT

NAPA COUNTY TRAVEL BEHAVIOR STUDY

The Napa County Travel Behavior Study Draft Survey Results and Data Analysis Report was completed in December 2014 by Fehr & Peers. That study assembled a variety of information including: vehicle counts, employer surveys, mobile data usage, vehicle intercept survey, and a license plate matching survey. Information relevant to this express bus study is summarized below. 





Vehicle Counts o Of the 181,330 total observed vehicles approximately 23 percent and 28 percent were counted during the 4 hour AM and PM peak periods, respectively, while approximately 6 percent and 7 percent were counted during the AM (7 to 8 AM) and PM (5 to 6 PM) peak hours, respectively. o In the AM peak period (6 to 10 AM) 58 percent of total trips are inbound (including pass-through trips). o In the PM peak period (3 to 7 PM) 56 percent of total trips are outbound (including pass-through trips). Mobile Data o 55 percent of trips had both their origin and their destination within Napa County. Employer Survey o The average home departure time was 7:50 AM o The average travel time to work was 31 minutes (estimated by respondents) o 34 percent make at least 1 intermediate stop on the way to work o The average work departure time was 4:00 PM o 30 percent make at least 1 intermediate stop on the way home o 97 percent commute using their personal automobile more than half the time o 20 percent carpool in one form or another o 43 percent said they would use public transit if service was expanded and it became a reasonable option

Table 19 and Table 20, sourced from the Napa County Travel Behavior Study, identify the total number of daily weekday trips between Napa County cities and into Napa County, respectively.

DRAFT

Table 19 – Daily Average Weekday Vehicle Trips (Napa County Travel Behavior Survey) Destination Location St. Calistoga Helena Yountville 2,062 444 47

Total: 356,424 Calistoga Origin Location

St. Helena

655

6,450

98

Napa 360

American Canyon 95

Uninc. County 1,586

1,896

125

3,948

External Winery Gateway 544 780 1,616

801

Yountville

7

246

870

905

54

1,332

475

303

Napa American Canyon Uninc. County

397

1,793

1,018

63,359

2,766

19,801

3,099

17,329

14

256

118

3,320

6,316

3,814

333

11,367

1,381

4,474

1,106

18,514

3,267

40,469

12,053

21,083

665

2,111

497

3,376

962

11,041

3,646

3,993

1,723

841

270

17,464

12,780

18,803

3,902

11,203

Winery External Gateway

Table 20 – Daily Average Weekday Vehicle Trips into Napa County from External Gateways (Napa County Travel Behavior Survey)

Origin Location

Destination Location

Total: 66,986 1-SR 29 North of AC 2-SR 12 at Solano CL 7-SR 121 at Sonoma CL 8-SR 128 east of SR 121 6-SR 128 at the Sonoma CL

St. American Uninc. External Calistoga Helena Yountville Napa Canyon County Winery Gateway

5-SR 29 at Lake CL Total

POPULATION

Total

429

241

66

4,396

8,924

5,391

340

2,526

22,314

1,055

283

77

5,312

1,572

5,078

612

3,947

17,937

46

260

112

7,517

2,206

7,453

2,215

4,379

24,188

0

0

0

8

0

140

103

49

300

135

49

15

185

70

337

624

9

1,424

58

8

0

46

8

404

7

292

824

1,723

841

270

17,464

12,780

18,803

3,902

11,203

66,986

Napa County has a population of 139,253 (ACS). The most densely populated area in the county is the City of Napa. A population density map of the region including Napa County, Sonoma County, Marin County, Solano County, and Contra Costa County is shown in Figure 8. The labor force in Napa County consists of 77,400 persons.

DRAFT Figure 8 - Population Density Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE


Oakley

Oakland

San Joaquin

Brentwood



Low 0

Population Density

San Francisco

Med

High

7,500

67,700

(Population Per Square Mile)

San Mateo

Alameda



DRAFT

EMPLOYMENT DENSITY

An employment density map of the region including Napa County, Sonoma County, Marin County, Solano County, and Contra Costa County is shown in Figure 9.

REGIONAL COMMUTE PAT TERNS

Napa had a jobs-to-housing ratio of 1.056 in 2011 (ABAG); however, the nature of the population and employment is misaligned. 50.5 percent of all Napa County workers reside outside the county, and 47.2 percent of Napa County residents work outside of the county (LEHD employment statistics). This results in large demand for commutes both into and out of the county. This is caused by a disparity between housing costs and income in Napa County. While the median annual income of the county workforce is $38,168, the median income of county residents is $70,925 (US Census). Residents of Napa County have to earn $95,000 per year to afford a median-priced home (Countywide Transportation Plan, 2015). This disparity results in a greater number of vehicle miles traveled in Napa County and increased roadway congestion. A travel behavior study conducted by NVTA in 2014 found that of all vehicle trips in Napa County, 45 percent were trips that originated, terminated, or merely passed through the county. Of these external trips, 25 percent are workers commuting into Napa County, and 16 percent are Napa County residents commuting out of the county.

DISTRIBUTION OF NAPA COUNTY RESIDENTS AN D WORKERS

Approximately half of Napa County residents work within Napa County, with the rest working in the surrounding Bay Area or further afield. Other counties that employ a significant number of Napa residents includes Sonoma County (7.8 percent of Napa County residents), Solano County (7.6 percent), Contra Costa County (5.1 percent), San Francisco County (4.1 percent), Alameda County (4.0 percent), and Marin County (3.5 percent) (LODES). Figure 10 shows where Napa County residents are employed in the region. Figure 11 shows where Napa County workers live in the region. Approximately 20,000 work trips per day come from outside the county.

MINORITY POPULATION

Napa County has a minority population of 45 percent (ACS). The racial breakdown is 55 percent White (Non-Hispanic), 2 percent African American, 7 percent Asian, 33 percent Hispanic, and 3 percent other. Figure 12 shows the distribution of minority populations in Napa County.

HOUSEHOLDS BELOW THE POVERTY LINE

Approximately 9 percent of households in Napa County are living below the poverty line (ACS). Figure 13 shows the concentration of households living below the poverty line in Napa County.

DRAFT Figure 9 - Employment Density Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE


Oakley

Oakland

San Joaquin

Brentwood



Low 0

Employment Density Med

San Francisco High

930 12,700 (Employment Per Square Mile)

San Mateo

Alameda



DRAFT Figure 10 - Workplaces of Napa County Residents Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE

LEGEND NVTA NVTA Bus Bus Route Route 21 21

Oakley

Oakland

San Joaquin

Brentwood



Low Low

NVTA NVTA Bus Bus Route Route 29 29 Number of Workers Who Are Vehicle Density NapaOwnership County Residents Med Med

San Francisco

High High

San Mateo

Alameda



DRAFT Figure 11 - Residences of Napa County Workers Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE

LEGEND NVTA NVTA Bus Bus Route Route 21 21

Oakley

Oakland

San Joaquin

Brentwood



Low Low

NVTA NVTA Bus Bus Route Route 29 29 Number of Residents Who Vehicle Ownership Density Work in Napa County Med Med

San Francisco

High High

San Mateo

Alameda



DRAFT Figure 12 - Distribution of Minority Populations Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



Napa

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

NOT TO SCALE

El Dorado

Sacramento

Angwin

Windsor

Sonoma

Orangevale

Martinez Richmond

Albany Berkeley

LEGEND NVTA Bus Route 21 LEGEND NVTA NVTA Bus Bus Route Route 21 25

Oakley

Oakland

San Joaquin

Brentwood



Low Low

NVTA % BusMinority Route 29 Med

High

Vehicle Ownership Density

0%

Med

High

50%

100%

San Francisco

San Mateo

Alameda



DRAFT Figure 13 - Households Below the Poverty Line Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE


Oakley

Oakland

San Joaquin

Brentwood



% Households Below Poverty Line Low

0%

Med

22%

San Francisco

High 58%

San Mateo

Alameda



DRAFT

AUTO OWNERSHIP

The ACS indicated that approximately 5 percent of households in Napa County do not have a vehicle. A significant portion of these housing units are concentrated in Napa with a smaller percentage located in cities north of Napa along SR-29. Figure 14 shows the areas in Napa County with the highest total of zero auto ownership.

Park-and-Ride Locations

Vine express buses stop at four park-and-ride facilities, plus the system hub in Napa. Yountville Park & Ride is owned and operated by NVTA. Redwood Park & Ride is operated by NVTA and owned by Caltrans. Imola Park & Ride is owned and operated by Caltrans. American Canyon Park & Ride is owned and operated by the City of American Canyon. In addition, all express routes pass through the Soscol Gateway Transit Center, which is owned and operated by NVTA. Parking spaces provided at the park-and-rides and transit centers within Napa County are summarized in Table 21. Table 21 – Transit Facility Spaces Location Yountville

Redwood

Soscol Imola American Canyon

Transit served NVTA Bus Routes: 10, 29, Yountville Trolley NVTA Bus Routes: 6, 7, 8, 10, 11, 29 NVTA Bus Routes: 1, 2, 3, 4, 5, 8, 10, 11, 21, 25, 29 NVTA Route 25 NVTA Bus Routes: 29

# of Bus Bays

Number of Spaces Provided Standard

1

ADA

Electric Vehicle

Motorcycle

Compact

Total (Vehicles)

Bicycle (Racks)

Bicycle (Lockers)

6

0

0

0

0

6

0

4

5

42

4

4

13

28

91

6

6

6

36

2

4

0

0

42

6

7

0

72

3

0

0

0

75

0

2

1

41

2

2

1

0

46

6

6

On July 20, 2016, Kimley-Horn staff visited each of these facilities to observe their utilization. Utilization information is summarized in Table 22.

DRAFT Figure 14 - Zero-Auto Vehicle Ownership Yuba

Clearlake

Colusa

Mendocino

Sutter

Lower Lake

Lake

Placer Rocklin



El Dorado

Sacramento

Angwin

Napa

Windsor

Sonoma

Orangevale

Saint Helena

Davis

Napa

Sacramento


Sebastopol

Vacaville

Amador

Santa Rosa Cotati

Penngrove

Petaluma

Napa

Solano

Fairfield

Sonoma


Vallejo

Novato

Marin

Concord Greenbrae

Martinez Richmond

Albany Berkeley

NOT TO SCALE


Oakley

Oakland

San Joaquin

Brentwood



% Housing Units with No Vehicle Low

0%

Med

18%

San Francisco

High

100%

San Mateo

Alameda



DRAFT

Table 22 – Transit Facility Parking Occupancy Location Yountville Redwood Soscol Imola American Canyon

Number of Vehicle Parking Spaces Occupied Electric Standard ADA Vehicle Motorcycle Compact 0 20 1 0 0 7 22 1 27 0 10

Performance Measures

0

2

0

-

Total 0 28 23 27

% Occupancy 0% 31% 55% 36%

12

26%

Transit agencies set various performance benchmarks to help determine where service changes should be made. Table 23 shows current performance measures for Vine express buses in comparison to typical minimum service standards for express buses used by other transit agencies. The data shows that on-time performance, passengers per revenue hour, and passengers per revenue mile are well below typical express bus performance standards and established Vine Transit performance standards. The level of service provided (characterized by frequency of service and span), however, meet Vine Transit performance standards for each express bus route.

DRAFT

Table 23 - Performance Measures Metric

Passengers/Revenue Hour Passengers/Revenue Mile On-Time Performance %

Route

Vine Transit Performance

21 25

4.8 4.0

29

6.7

21 25 29 21 25 29

0.3 0.2 0.2 62% 64% 66% 80 min (AM); 70 min (PM) 70 min (AM); 90 mi (PM) 30-60 minutes 5:33 AM – 7:31 PM 6:25 AM – 7:08 PM 4:33 AM – 8:45 PM

21 Frequency of Service

Service Span

25 29 21 25 29

Vine Transit Performance Standard 16 Passengers/Revenue Hour for Regional Fixed Routes1

Typical Express Bus Service Standards 12-15 Passengers/Revenue Hour2

N/A

1-2 Passengers/Revenue Mile3

90%

85-90%4

Minimum of once every 2 hours for Regional Fixed Routes during peaks

3-4 trips per peak period5

6 AM – 7 PM (Monday to Friday)

Tailor peak trips to demand patterns6

Notes: Sources for service standards: 1. The 16 passenger/hour goal is identified in Tables 5-1, 5-2, and 5-3 of the SRTP. However, Table 5-7 indicates a passenger activity standard of 7 passengers per hour for regional (urban) and 5 passengers per hour for regional (rural) service. 2. Santa Clara VTA, Minnesota DOT, Kansas City Area Transportation Authority, Denton County Transportation Authority 3. Minnesota DOT, Sarasota County Transit, Santa Monica Big Blue Bus 4. Minnesota DOT, Santa Monica Big Blue Bus, Sound Transit, Washington County Transit 5. Kansas City Area Transportation Authority, Rhode Island Public Transit Authority, Sarasota County Transit, Massachusetts Bay Transportation Authority 6. Numerous agencies exclude their commuter/express routes from their performance standards for service span, since these routes typically operate on irregular schedules. Sources include Kansas City Area Transportation Authority, Rhode Island Public Transit Authority, Santa Monica Big Blue Bus, and Valley Metro (AZ)

Evaluation of the design and performance of park-and-ride facilities is largely dependent on the specific characteristics of the transit service provided and the market that is being served. Table 24 below shows example performance measures for park-and-ride lots used by other transportation agencies.

DRAFT

Table 24 – Park-and-Ride Facilities Measure Unsatisfactory Utilization Marginal Utilization Satisfactory Utilization Over-utilization

Florida DOT < 10 Vehicles 20 Vehicles 60%-80% Utilization >80% Utilization >30 Spaces

Vermont DOT

Boston Region MPO

< 50% Utilization

< 50% Utilization

-

-

50%-75% Utilization

50% - 85% Utilization

>75% Utilization

> 85%

Referring back to Table 22, parking utilization data shows that all transit facility parking locations, aside from Yountville, meet marginal utilization standards per Florida DOT standards. The Soscol Gateway Transit Center facility is the only location that also meets the satisfactory utilization standard per Vermont DOT and Boston Region MPO standards. Chapter 3 of TCRP Report 95 reviewed various park-and-ride evaluations, literature, monitoring programs, and user surveys to determine factors which positively impact the performance (i.e. ridership and utilization) of park-and-ride facilities. These include:       

Frequent bus service Reasonably competitive travel times between bus and automobile trips High parking costs at passengers’ destinations Highway congestion Long travel distances Proximity to riders’ residences Direct service to the area central business district

Users of park-and-ride facilities are typically choice riders. Per the TCRP report, in the view of these users, safety and service quality are the highest priority; however, the report finds that safety largely impacts ridership only if there is an apparent lack of it. Thus, improvements to park-and-ride lots which improve bus service (such as increased frequency or reduced travel times) would have the most positive impact on ridership. The report also noted that typical users of park-and-ride facilities learned about the facilities by seeing them; improving the visibility of some facilities could doubly serve to increase both safety and ridership at park-and-ride facilities. Table 25 compares existing travel times between autos and transit for major commuting origindestination pairs observed in the online survey performed for this project. The origin-destination travel time pairs that remain relatively consistent between autos and transit are Napa to American Canyon (transit is four minutes slower on average across all peak time periods), American Canyon to

DRAFT

Napa (transit is nine minutes slower on average), Napa to Vallejo (transit is six minutes slower on average), and Napa to Fairfield (transit is ten minutes slower on average). The origin-destination pairs with the greatest average travel time difference between autos and transit are El Cerrito to Napa (transit is 22 minutes slower on average), Napa to Calistoga (transit is 21 minutes slower on average), Calistoga to Napa (transit is 21 minutes slower on average), and Fairfield to Napa (transit is 20 minutes slower on average). These large variations in travel times are most likely due to the transit route alignment deviating from the major travel route, with secondary effects associated with dwell time at stops and vehicle acceleration or speed profiles. Trip pairs along Route 29 appear have the highest difference in travel time between autos and transit. Table 26 shows a comparison between average speeds for autos and express bus service for those same pairs. Both tables provide comparisons for AM, Mid-day, and PM peak hours. Table 25 – Travel Time Comparison between Auto Trips and Transit (Express Bus) Trips Travel Time AM

Mid-Day

PM

Trip Origin Napa

Trip Destination American Canyon

Auto

Transit

Auto

Transit

Auto

Transit

0:14

0:18

0:18

0:25

0:24

0:25

American Canyon

Napa

0:29

0:33

0:16

0:27

0:16

0:28

Napa

Vallejo

0:24

0:32

0:27

0:35

0:35

0:39

Vallejo

Napa

0:26

0:49

0:26

0:42

0:28

0:44

Napa

Fairfield

0:22

0:31

0:26

0:39

0:42

0:52

Fairfield

Napa

0:28

0:50

0:25

0:47

0:25

0:43

Napa

Calistoga

0:35

0:57

0:41

*

0:41

1:02

Calistoga

Napa El Cerrito del Norte Napa

0:40

0:55

0:40

*

0:43

1:10

0:45

1:03

0:44

0:56

0:54

1:15

0:50

1:18

0:42

1:07

0:58

1:11

Napa El Cerrito del Norte

Notes: *No mid-day transit trip available Data given in hours:minutes format Vehicle travel times estimated using Google Maps travel time information Transit travel times estimated using FY ‘15-’16 on-time performance data AM Peak: 7-8 AM; Mid-Day Peak: 12-1PM; PM Peak: 5-6PM

DRAFT

Table 26 – Average Speed Comparison between Auto Trips and Transit (Express Bus) Trips Average Speed (mph) AM

Mid-Day

PM

Auto 40 mph

Transit

Auto

Transit

Auto

Transit

31 mph

31 mph

23 mph

24 mph

23 mph

Napa

19

17

35

21

35

20

Napa

Vallejo

37

28

33

25

25

23

Vallejo

Napa

35

18

35

21

32

20

Napa

Fairfield

46

33

39

26

24

20

Fairfield

Napa

36

20

41

22

41

24

Napa

Calistoga

49

35

42

*

42

28

Calistoga

Napa El Cerrito del Norte Napa

43

31

43

*

40

25

42

30

43

34

35

25

37

24

45

28

32

26

Trip Origin

Trip Destination

Napa

American Canyon

American Canyon

Napa El Cerrito del Note

Notes: *No mid-day transit trip available AM Peak: 7-8 AM; Mid-Day Peak: 12-1 PM; PM Peak: 5-6 PM

Figure 15, Figure 16, and Figure 17 illustrate the travel distances that can be covered in 30, 60, and 90 minute periods for transit trips starting at Soscol Gateway Transit Center, Calistoga, and American Canyon, respectively. Travel distances were estimated based on travel times and average transfer times for trips occurring during the AM peak hour (7-8AM).

DRAFT Figure 15 - Transit Travel Times from Soscol Gateway Transit Center

Woodland

Healdsburg Calistoga Davis

Windsor

West Sacramento

Sacramento

St. Helena

Dixon

Santa Rosa

Laguna Yountville Vacaville


Petaluma

Galt

Suisun City


Vallejo Novato

Bay Point

LEGEND Travel Time Starting Point (Soscol Gateway Transit Center) Transit Travel Times:


Martinez

Pinole

Richmond El Cerrito

Mill Valley

Albany Berkeley

30 Minutes

Orinda

Piedmont Oakland

Non-NVTA Transit San Francisco

Alameda

Brentwood

Alamo Lathrop



Clayton

Stockton


Moraga

60 Minutes 90 Minutes

Antioch Oakley


San Pablo

Pittsburg

Dublin

Tracy

Manteca

Ripon NOT TO SCALE

Salida



DRAFT Figure 16 - Travel Times from Calistoga

Woodland

Healdsburg

Davis

Windsor

West Sacramento

Sacramento

Dixon

Santa Rosa

Laguna

Vacaville


Petaluma

Galt

Suisun City

Lodi

Vallejo Novato

Bay Point

LEGEND Travel Time Starting Point (Calistoga)


Martinez

Pinole

Richmond El Cerrito

Mill Valley

Albany Berkeley


Orinda



San Francisco

Alameda

Brentwood

Alamo Lathrop



Clayton

Stockton


Moraga

60 Minutes

Antioch Oakley


San Pablo

Pittsburg

Dublin

Tracy

Manteca

Ripon NOT TO SCALE

Salida



DRAFT Figure 17 - Transit Travel Times from American Canyon

Woodland

Healdsburg

Davis

Windsor

West Sacramento

Sacramento

Dixon

Santa Rosa

Laguna

Vacaville


Petaluma

Galt

Suisun City

Lodi

Vallejo Novato

Bay Point

LEGEND Travel Time Starting Point (American Canyon)


Martinez

Pinole

Richmond El Cerrito

Mill Valley

Albany Berkeley


Orinda



San Francisco

Alameda

Brentwood

Alamo Lathrop



Clayton

Stockton


Moraga

60 Minutes

Antioch Oakley


San Pablo

Pittsburg

Dublin

Tracy

Manteca

Ripon NOT TO SCALE

Salida



DRAFT

Appendix A – Route Profiles

DRAFT

Route Profile - NVTA Route 21

Vacaville

Soscol Gateway Transit Center

Napa

Napa Valley College

Route Metrics Round Trips Per Day Revenue Miles per Day Revenue Hours per Day Round Trip Length Westbound Off-Peak/Peak Actual Running Time Eastbound Off-Peak/Peak Actual Running Time Average Weekday Boardings Late (%) Average Minutes Late Pax/Revenue Mile Pax/Revenue Hour

7 299 mi 16.4 hr 50.1 mi 58 mins/73 mins 42 mins/70 mins 78 9% 9.9 min 0.3 4.8

Stop Metrics - Westbound Stop Green Valley Corporate Drive & Corporate Way (NB)

Fairfield Transportation Center

Corporate Drive & Corporate Way (SB)

Fairfield

Legend


Route 21 Napa/ Fairfield/Suisun City

21 On

Suisun City

21 Off Route 21 Timed Stop

Route 21


Route 25

Suisin City Train Depot Fairfield Transit Center Hwy 12/29 Gateway Junction Corporate Drive Napa Valley College Soscol Gateway Transit Center

12 19